ENVIRONMENTAL 

CONSEQUENCES

Section 5

5. Environmental Consequences
Springfield Rail Improvements Project 5-1 Volume II

5.0 Environmental Consequences

The environmental impacts for the Preferred Alternative and Alternative 2B were 

assessed in compliance with FRA’s Procedures for Considering Environmental Impacts, 

resource agency input, and public comments. Field surveys were conducted for 

resources that have a potential for impacts. Surveys were conducted for ambient 

conditions for noise and vibration modeling, historic structures and archaeological sites, 

endangered and threatened species, and wetlands. Newsletters, a project website, 

telephone call-in numbers and numerous community presentations were provided for 

interested neighborhood groups throughout the project area to solicit comments and 

feedback from the public. Section 6.3 provides additional information on the public 

involvement program. 

Table 5-1 summarizes the environmental impacts of the Preferred Alternative and 

Alternative 2B. 

Table 5-1. Environmental Impact Summary of the 

Preferred Alternative and Alternative 2B

Impact Category

Alternative No-Build 

Alternative Preferred 2B

Right-of-Way Acquisition (Acres) 42.0 42.6 0

Displacements

 Residential 117 117 0

 Commercial 53 56 0

Access Changes 28 40 0

Farmland Conversion (Acres) 0 0 0

Cultural Resources

 National Register Listed (or Eligible) Sites 0 1

(3) 0

 Known Archaeological Sites 0 0 0

Natural Resources

 Threatened/Endangered Species (Number of 

Species) 0 0 0

 Natural Areas (Number) 0 0 0

 Native Vegetation (Acres) 0 0 0

Affected Lakes and Streams 0 0 0
Springfield Rail Improvements Project 5-2 Volume II

Impact Category

Alternative No-Build 

Alternative Preferred 2B

100-yr. Floodplains Crossings 0 0 0

Wetlands (Acres) 0 0 0

Parks (Number) 0 0 0

Special Waste Sites (Number within one block)

 CERCLIS(1) 2 2 0

 LUST(2) 20 20 0

(1)Comprehensive Environmental Response, Compensation and Liability Information System. 

(2)Leaking Underground Storage Tank.

(3) Current access to the Great Western Railroad Depot will be relocated to the west along the same block. Therefore, 

there will be no permanent impact to this structure. 

The Preferred Alternative and Alternative 2B are shown in Appendix B, Exhibits B-1 and 

B-2. Exhibit B-2 only includes the sheets where the Preferred Alternative and Alternative 

2B differ. The differences for Alternative 2B are noted on the Exhibits. 

5.1 Land Use Impacts

5.1.1 No-Build Alternative

Rail service for the No-Build Alternative would continue along the existing three rail 

corridors that are present today (i.e., 3rd Street, 10th Street and 19th Street). New 

development opportunities would remain more limited with three active railroad 

corridors than with either the Preferred Alternative or Alternative 2B because of the 

continued increases in traffic congestion, delay times, safety, and noise impacts as 

freight traffic in Springfield grows. In addition, with rail traffic remaining on the 3rd

Street corridor, as with the No-Build Alternative, expansion of the Medical District 

would be hindered with this rail corridor bisecting future plans for additional facilities. 

Access and close proximity to National Register Historic sites such as the Dana-Thomas 

House also could result in a negative impact to tourism growth because of safety of 

crossing the tracks and its associated noise from train horns. This alternative is not 

supported by the Greater Springfield Chamber of Commerce and negatively impacts the 

area’s Long Range Transportation Plan, the R/UDAT Downtown Redevelopment Plan, 

as well as the state commissioned Mid-Illinois Medical District’s Master Plan since all of 

these plans indicate a long-term desire to eliminate rail traffic in the 3rd Street corridor. 

5.1.2 The Preferred Alternative and Alternative 2B

The relocation of the 3rd Street Corridor to the 10th Street Corridor with the Preferred 

Alternative and Alternative 2B would allow for the expansion of businesses and the 
Springfield Rail Improvements Project 5-3 Volume II

Medical District along 3rd Street. Other Springfield improvement opportunities also 

would be possible along the abandoned 3rd Street Corridor, such as a city-wide 

pedestrian/bike path or parkway for additional green space. This enhancement to the 

community could provide the opportunity for businesses to cater to needs of additional 

visitors to the downtown area and the Lincoln sites. For example, restaurants and other 

outdoor food vendors could become established for bicyclists touring the downtown 

attractions or passing through the Springfield. In addition, a multimodal facility, 

consisting of a train station and transit hub for buses and taxi service, has been planned 

by Springfield for the 10th Street Corridor. This facility is intended to provide services 

and jobs to Springfield’s east side. This complex is proposed to be constructed on about 

four city blocks and may contain restaurants, shops, office space, a daycare facility, 

meeting rooms, and parking. This facility conforms to the city’s Downtown 

Redevelopment Plan and Springfield’s 2030 Comprehensive Plan.

5.2 Socio-economics, Environmental Justice, and

Community Impacts

5.2.1 Relocation

The No-Build Alternative would not result in any residential or commercial 

displacements.

Table 5-1 depicts the number of residential and commercial displacement for each of the 

build alternatives. Table 5-2 lists all of the proposed residential and commercial 

displacements of the retained alternatives. The displacement numbers can be referenced 

in Exhibit B-1 and B-2 in Appendix B. The potential impacts of these displacements, for 

each of the retained alternatives, are discussed in subsequent sections of this document. 

Table 5-2. Residential and Commercial Displacements

Displacement No. 

(Preferred Alternative & 2B) Street Address

R160 1731 S 9th Street

C87 900 E Laurel

C88 1716 S 10 1/2 Street

C89 1013 E Laurel

R161 1015 E Laurel

R162 1017 E Laurel

R163 1019 E Laurel

R164 1021 E Laurel

R165 1023 E Laurel

C90 1011 E Laurel

Displacement No. 

(Preferred Alternative & 2B) Street Address

C42 906 E Ash

C43 1008 E Ash
Springfield Rail Improvements Project 5-4 Volume II

Displacement No. 

(Preferred Alternative & 2B) Street Address

R14 1020 E North Grand Avenue

C6 1024 E North Grand Avenue

R15 1010 E North Grand Avenue

Displacement No.

(Preferred Alternative & 2B) Street Address

R54 1308 E North Grand Avenue

R55 1310 E North Grand Avenue

R56 1320 E North Grand Avenue

R57 1322 E North Grand Avenue

R58 1326 E North Grand Avenue

R59 1328 E North Grand Avenue

R60 1330 E North Grand Avenue

R61 1332 E North Grand Avenue

R62 1334 E North Grand Avenue

R63 1336 E North Grand Avenue

R64 1338 E North Grand Avenue

R65 1340 E North Grand Avenue

R66 1404 E North Grand Avenue

R67 1408 E North Grand Avenue

R68 1412 E North Grand Avenue

C50 1613 E North Grand Avenue

C51 1615 E North Grand Avenue

R69 1627 E North Grand Avenue

R70 1633 E North Grand Avenue

R71 1631 E North Grand Avenue

R72 1321 N 15th Street

R171 1302 E North Grand Avenue

R173 1326 E North Grand Avenue

R174 1234 E North Grand Avenue

R175 1132 E North Grand Avenue

R176 1130 E North Grand Avenue

Displacement No. (2B) Street Address

C84 1028 E Monroe

C85 1028 E Monroe

C86 1028 E Monroe

Displacement No.

(Preferred Alternative & 2B) Street Address

R94 1917 E Ash
Springfield Rail Improvements Project 5-5 Volume II

R95 1952 S Wirt

R96 1954 S Wirt

R97 1904 E Ash

R103 2101 S Wirt

R98 2100 S Wirt

R99 2108 S Wirt

R100 2112 S Wirt

R101 2107 E Ash

C53 2103 E Ash

R102 2100 E Ash

Displacement No. 

(Preferred Alternative & 2B) Street Address

R73 1905 E South Grand Avenue

R74 1913 E South Grand Avenue

R75 1917 E South Grand Avenue

R76 1921 E South Grand Avenue

R77 1929 E South Grand Avenue

R78 1910 E South Grand Avenue

R79 1912 E South Grand Avenue

R80 1918 E South Grand Avenue

R81 1922 E South Grand Avenue

R82 1924 E South Grand Avenue

R83 1926 E South Grand Avenue

R84 1930 E South Grand Avenue

R85 2005 E South Grand Avenue

R86 2009 E South Grand Avenue

R87 2001 E South Grand Avenue

R88 2008 E South Grand Avenue

R89 2010 E South Grand Avenue

R90 2012 E South Grand Avenue

R91 2016 E South Grand Avenue

R92 2020 E South Grand Avenue

R93 2028 E South Grand Avenue

Displacement No. 

(Preferred Alternative & 2B) Street Address

C1 1645 N 11th Street

R1 1005 Black Avenue

R104 1613 N 11th Street

C3 1630 N 11th Street

R2 1622 N 11th Street

R3 1108 Ridgley
Springfield Rail Improvements Project 5-6 Volume II

R4 1110 Ridgley

R5 1118 Ridgley

R6 1620 N 11th Street

R7 1618 N 11th Street

R8 1612 N 11th Street

R9 1608 N 11th Street

R10 1602 N 11th Street

R11 1600 N 11th Street

C4 1527 N 11th Street

C5 1220 N 9th Street

R12 1006 E North Grand Avenue

R13 1003 Reservoir Street

R16 1132 N 10th Street

R17 1130 N 10th Street

R18 1128 N 10th Street

R19 1126 N 10th Street

R20 1124 N 10th Street

R21 1122 N 10th Street

R22 1110 N 10th Street

R23 1108 N 10th Street

R24 1106 N 10th Street

R25 1017 Division

R172 1029 N 10th Street

R26 1023 N 10th Street

R27 1011 N 10th Street

R28 1005 N 10th Street

R29 1003 N 10th Street

C7 1020 N 10th Street

R30 933 N 10th Street

R31 931 N 10th Street

R32 927 N 10th Street

R33 925 N 10th Street

R34 923 N 10th Street

R35 921 N 10th Street

R36 921 Phillips

R37 923 Phillips

R38 929 N 10th Street

C8 920 Phillips

C9 915 E Enos Avenue

C10 918 E Enos Avenue

C11 718 N 9

th Street

C12 1004 E Enos Avenue
Springfield Rail Improvements Project 5-7 Volume II

C13 929 E Carpenter

C14 1015 E Madison Street

C17 221 N 11th Street

C18 1000 E Washington

C19 1001 E Monroe

C21 1000 E Adams

C22 1000 E Monroe

C23 1028 E Monroe

C24 1015 E Capitol Avenue

C26 1001 E Edwards Street

C28 1010 E Edwards Street

C29 709 Barrett

C30 1311 S 11th Street

C31 1403 S 10 1/2 Street

C32 1425 S 10 1/2 Street

R39 1515 S 10 1/2 Street

R40 1517 S 10 1/2 Street

R41 1601 S 10 1/2 Street

R42 1609 S 10 1/2 Street

R43 1617 S 10 1\2 Street

R44 1619 S 10 1\2 Street

C34 1905 S 10 1/2 Street

C35 1925 S 10 1/2 Street

C37 1935 S 10 1/2 Street

C38 1947 S 10 1/2 Street

C39 1000 E Laurel

C40 1943 S 10 1/2 Street

C41 901 E Ash

C46 2264 S 6th Street

C44 2121 S 9th Street

C45 2141 S 9th Street

C47 631 Princeton

C48 830 E Ash

R49 2342 S 5th Street

R166 2403 S 5th Street

R167 2279 S 6

th Street

R168 2413 S 5th Street

R169 2409 S 5th Street

R50 2405 S 5th Street

R51 2407 S 5th Street

R52 401 E Iles Avenue

R53 2500 Burton Drive
Springfield Rail Improvements Project 5-8 Volume II

C49 300 E Iles Avenue

R170 2513 Burton Drive

R=Residential

C= Commercial

About 117 residences and 53 or 56, (respectively) commercial businesses may be 

relocated as a result of the construction of the Preferred Alternative and Alternative 2B. 

These relocations are a result of about 42 acres of right-of-way required for the 

additional railroad tracks necessary for the Springfield Project. Springfield has sufficient 

comparable housing and commercial space available for these relocatees. Right-of-way 

purchases would be conducted in compliance with the Uniform Relocation Assistance 

and Real Property Acquisition Policies Act of 1970 (Uniform Relocation Act) (Title 42 

United States Code Sections 4601-4655), as amended, and the U.S. Department of 

Transportation implementing regulations, which apply to all federal or federally 

assisted activities that involve the acquisition of real property or the displacement of 

residences or businesses. In compliance of the Uniform Relocation Act, property owners 

would receive just compensation for property acquisitions required for the selected 

alternative as well as relocation expenses. IDOT would implement the provisions of the 

State of Illinois Relocation Assistance Plan in accordance with the Uniform Relocation 

Act. 

5.2.2 Environmental Justice and Title VI

In accordance with the U. S. DOT Order 1510.2, compliance with Executive Order (EO) 

12898, Federal Actions to Address Environmental Justice in Minority and Low-Income 

Populations (EA 1994) directs federal agencies to “promote nondiscrimination in federal 

programs substantially affecting human health and the environment, and provide 

minority and low-income communities access to public information on, and an 

opportunity for public participation in matters relating to human health or the 

environment.” The EO directs agencies to use existing laws to ensure that when they act:

 They do not discriminate on the basis of race, color, or national origin;

 They identify and address disproportionately high and adverse human health or 

environmental efforts of their actions on minority and low-income communities; 

and

 They provide opportunities for community input during the National 

Environmental Policy Act (NEPA) process, including input on potential efforts and 

mitigation measures.

Environmental Justice communities are known to occur along the Preferred Alternative 

and Alternative 2B based on the most recent census data. 
Springfield Rail Improvements Project 5-9 Volume II

No-Build Alternative

The No-Build Alternative will not directly affect minority or low-income populations 

with displacements; however, increasing train frequency and longer duration of train 

horn noise would continue to affect minority communities. Also, the railroad crossings 

along at-grade crossings for vehicles and pedestrians cause increased safety concerns, as 

does illegal pedestrian crossings at other than designated road crossing locations. 

Vehicle delays will also increase due to the projected increase in train traffic along all 

three rail corridors in Springfield. 

Build Alternatives

Consolidating UP rail traffic onto the 10th Street Corridor would result in adverse 

disruption to communities of concern, in that unlimited access across the track would no 

longer exist in the study area and road closures would cut off access. Rail traffic has 

long existed on the 10th Street Corridor, and the proposed action, while accommodating 

the predicted increase in rail traffic, would remain on an existing rail alignment except 

for the section between Ridgely Avenue and Phillips Street. 

Improvements at remaining at-grade crossings and construction of new grade 

separations would offset adverse impacts from road closures along the 10th Street 

corridor by creating safer railroad crossings for vehicles and pedestrians with four 

quadrant gates that won’t allow crossing while trains are present. Grade separations will 

eliminate delays caused by train traffic, as well as safer crossings. 

Relocations likely would affect about 23 minority residences and five minority-owned 

businesses; comparable housing for the displaced residents is available within close 

proximity to the railroad corridor. Available space is also within close proximity for 

businesses which choose to relocate in the same vicinity. 

Minority displacements are about 20 percent of the total residential displacements, and 

minority-owned businesses likely to be displaced are about 10 percent of total business 

displacements (see Appendix C for the Environmental Justice Analysis Technical 

Report). Included in the commercial designation for both the Preferred Alternative and 

Alternative 2B are three government or non-profit establishments: the Illinois 

Environmental Protection (EPA), the Salvation Army, and Planned Parenthood (see 

Section 4.2.7). Nearby property appears to be available for these facilities to relocate. The 

Salvation Army is moving to a new location at 100 N. 9th Street independently of this 

project.

Positive impacts to Springfield, the communities of concern and neighborhoods would 

result from the elimination of 32 at-grade crossings, improvements to remaining atgrade crossings, and the elimination of train horn blowing. Benefits from these actions 

center on increased safety, reduced delays and general noise reduction city-wide. New 

grade separations would increase safety not only for vehicular traffic but also 

pedestrians traveling across these railroad crossing locations. Safety would also increase 

for vehicular and pedestrian traffic from proposed improvements to at-grade crossings 
Springfield Rail Improvements Project 5-10 Volume II

remaining along the 10th and 19th Street Corridors. The proposed at-grade crossing 

treatments would support elimination of blaring noise from train horns traveling 

through Springfield’s communities. 

The Preferred Alternative or Alternative 2B would allow for the creation of quiet zones 

throughout Springfield that would greatly enhance livability for all residents. Safety 

will also be enhanced for motorists, bicyclists and pedestrians by the construction of 

nine grade separations on the most highly traveled roadways. The remaining at-grade 

crossings would have four-quadrant railroad crossing gates so that access across the 

track is secured while trains are present. The construction of the nine grade separations 

and the abandonment of the 3rd Street tracks would greatly reduce delay times for 

traffic traveling east or west through Springfield. 

The relocation of the 3rd Street Corridor to the 10th Street Corridor under the Preferred 

Alternative or Alternative 2B would encourage potential opportunities for commercial 

expansion and development of businesses around the Medical District along 3rd Street. 

Other opportunities would also be possible along the abandoned 3rd Street Corridor, 

such as a city-wide pedestrian/bike path or parkway for additional green space. This 

enhancement to the community could provide the opportunity for businesses to cater to 

needs of additional visitors to the Downtown area and the Lincoln sites. 

In addition, a multimodal facility, consisting of a train station and transit hub for buses 

and taxi service, has been planned by Springfield for the 10th Street Corridor. This 

facility is intended to provide services and jobs to Springfield’s east side. This complex 

is proposed to be constructed on about four city blocks and may contain restaurants, 

shops, office space, a daycare facility, meeting rooms, and parking. This facility 

conforms to Springfield’s Downtown Redevelopment Plan and Springfield’s 2030 

Comprehensive Plan. 

Table 5-3 summarizes the conclusions of this Environmental Justice analysis regarding 

the presence of communities of concern, as Environmental Justice areas, identified 

adverse effects to Environmental Justice populations, identified beneficial effects to 

Environmental Justice populations, identified whether adverse impacts are 

disproportionately borne by Environmental Justice populations, identified appropriate 

mitigation for adverse effects, and summarized coordination and outreach activities.

Table 5-3. Environmental Justice Analysis Summary

Communities of Concern  Racial minorities in the study area - 75 of 325 blocks having 

greater than 50 percent minorities consisting predominantly of 

black or African American race. Percent racial minority of the 

study area is 36 percent compared to 24 percent in Springfield.

 Minority and low income populations are identified in the 

study area and within the project area. 
Springfield Rail Improvements Project 5-11 Volume II

Adverse Effects  Residential displacements – 23 of 113 (20 percent) occur in 

blocks having greater than 50 percent racial minorities.

 Commercial displacements – 5 of 50 (10 percent) are estimated 

to be minority-owned and employ an estimated 10 employees 

total of unknown race.

 Public facilities/agencies displaced: Illinois EPA, Salvation 

Army, and Planned Parenthood.

 Adverse travel of a maximum of 0.6 mile for motorists would 

occur at Reservoir Street, Division Street, Enterprise Street, 

Miller Street, Reynolds Street, Adams Street, and Jackson 

Street.

 Adverse travel up to no greater than one block for residents 

affected by proposed road closures.

 Adverse travel for pedestrians no longer allowed unlimited 

access across tracks used to access neighborhoods and 

communities in and along the study area. 

 Potential temporary affects to police, fire and emergency 

response times during construction.

Disproportionate Adverse 

Impacts to EJ Populations

 No disproportionate adverse impacts were identified after 

review of all impacts to resource and issue categories assessed 

in the Volume II document. The adverse effects to communities 

of concern identified in this analysis do not appear to be 

disproportionate when considering the magnitude of the 

existing congested and unsafe conditions in the project study 

area as well as the degree of benefits to the communities of 

concern resulting from project implementation. 

Beneficial Impacts to EJ 

Populations

 Elimination of 3

rd Street train traffic, vehicular traffic delays 

and overall congestion.

 Improved safety conditions for all pedestrians and motorists in 

the study area: elimination of 32 at-grade crossings and safety 

improvements to remaining at-grade crossings; and new 

grade separations and fencing eliminates unsafe, unlimited 

pedestrian access points across track. 

 Net positive effect on access and response times for 
Springfield Rail Improvements Project 5-12 Volume II

emergency, fire and police responders due to grade 

separations and the elimination of the 3rd Street rail corridor.

 Creation of quiet zones by eliminating train horn noise for all 

residents, businesses, and community facilities occurring along 

the 3rd Street, 10th Street, and 19th Street corridors.

 Indirect economic and employment benefits from the planned 

multimodal facility on the 10th Street corridor.

Coordination/Outreach 

Activities

 17 stakeholder interviews.

 4 Stakeholder Advisory Groups including the Community 

Advisory Group which represented local neighborhood 

associations and several civic and minority organizations.

 Project website.

 3 project newsletters were distributed to about 2,800 people by 

mail and about 500 people by e-mail.

 E-mail and mail correspondence for comments and questions.

 29 community presentations reaching more than 1,100 people 

and included locations at neighborhood associations, minority 

faith-based groups, the local school district, and civic 

organizations.

 4 informational kiosks at various locations in and around the 

project area.

 2 public open houses and 1 public hearing.

Mitigation Measures  Improvements at remaining at-grade crossings and 

construction of new grade separations would offset adverse 

impacts from road closures along the 10th Street corridor by 

allowing unrestricted pedestrian and vehicular passage at 

grade separations during the presence of freight and passenger 

rail traffic, and increased safety from new quad-gate at-grade 

crossings.

 Displaced persons and businesses would receive just 

compensation and relocation assistance for property 
Springfield Rail Improvements Project 5-13 Volume II

acquisitions

 Compensation and relocation assistance would be given to the 

three public facilities/agencies that would be displaced. 

Adequate replacement property appears to be available nearby 

for the Illinois EPA and Planned Parenthood. The Salvation 

Army plans to move to a recently purchased location 

independent of this project.

 Coordination with public response agencies serving the project 

area during construction to avoid and minimize disruptions to 

emergency response.

 Providing access to all businesses and residences that are not 

displaced.

 Mitigation for adverse travel from the elimination of access by 

constructing grade separations and fencing: installation of 

sidewalks, lighting, landscaping, kiosks, bus station amenities 

and pedestrian overpasses at grade separations. 

Therefore, because the benefits to communities of concern in the project area were 

determined to outweigh the adverse effects to these communities, no disproportionately 

high and adverse human health and environmental effects to Environmental Justice 

populations are anticipated to result from implementation of the project.

5.2.3 Public Services/Facilities

The No-Build Alternative would not displace any public services or affect any public 

facilities. 

As discussed above, public services and facilities that would be displaced by 

Alternatives 2A and 2B are the Illinois EPA, the Salvation Army, and Planned 

Parenthood. The Illinois EPA headquarters is at 1021 North Grand Avenue East. The 

Illinois EPA is an Illinois agency whose mission is to safeguard environmental quality, 

consistent with the social and economic needs of the state, so as to protect health, 

welfare, property, and the quality of life. The agency’s primary function is to enforce the 

environmental laws of the state. The proposed project would dissect the headquarters 

building, and displace the north entrance, office space, and parking north and south of 

the building, all of which is leased by the Illinois EPA. Adequate replacement is nearby. 

Office space could be replaced through the addition of floors, or construction of 

additional buildings or add-ons to the north of the existing headquarters. Acquiring 

property to the north may also be possible for replacing lost parking space.
Springfield Rail Improvements Project 5-14 Volume II

The Salvation Army is at 221 N. 11th Street. The Salvation Army is an evangelical 

Christian denomination known for charitable work. This parcel is the site for their Main 

Thrift Store and Adult Rehabilitation Center. Construction of the proposed underpasses 

on Madison Street and Jefferson Street with either the Preferred Alternative or 

Alternative 2B would eliminate access to the existing Salvation Army lot. Currently, the 

Salvation Army has plans to move to a recently purchased location at 100 N. 9th Street.

The Planned Parenthood Springfield Health Center at 1000 E. Washington Street is a 

provider of sexual and reproductive health care, education, and information. Their 

services include family planning, birth control services, HIV and other STD testing, and 

men and women’s health services. The proposed project would displace the structure. 

There are comparable locations within the same vicinity for relocation of this facility. It

could be relocated on the same block lot or at other vacant facilities that are available in 

the area.

The Preferred Alternative and Alternative 2B would have a net positive effect on access 

and response times for emergency vehicles serving the Springfield communities once 

construction is complete. Response time for emergency vehicles would improve as a 

result of improved roadway system linkage with elimination of the UP Railroad on the 

3

rd Street Corridor, construction of eight grade separations, crossing closures along the 

10th and 19th street corridors, and consolidation of UP and NS railroad traffic into one 

corridor. Police, fire, and emergency response times may be temporarily affected during 

construction. Coordination with public response agencies serving the project area would 

continue during construction to avoid and minimize disruptions to emergency response.

5.2.3.1 Road Closures

Road closures along the retained alternatives are primarily in industrial areas where the 

business would be displaced and moved to a new location or access would not result in 

adverse travel. Adverse travel is the additional length of roadway a motorist or

pedestrians must travel as a result of a closed road. Adverse travel would be limited to 

no more than one block, except for the area between Reservoir Street and Enterprise 

Street, Exhibits 5-1A to 5-1C. Residents within this area may encounter up to a 

maximum of eight blocks of adverse travel under Alternative 2B if their destination is 

located immediately across the 10th Street rail corridor, Exhibits 5-2A to 5-2C. This 

adverse travel would only be borne by local residential visits. Adverse travel resulting 

from road closures would not be a factor for residents going shopping or for emergency 

services, or access to public facilities since the primary east-west arterial is North Grand 

Avenue one block north of Reservoir Street. 

5.2.4 Community Impacts

Each of the three existing rail corridors through Springfield would remain in service for 

the No-Build Alternative. These corridors create barriers that divide the city 

neighborhoods and isolate portions of the community. Trains that block crossings also 

reduce accessibility to certain neighborhoods. 
Springfield Rail Improvements Project 5-15 Volume II

Exhibit 5-1A. Adverse Travel Preferred Alternative
Springfield Rail Improvements Project 5-16 Volume II

Exhibit 5-1B. Adverse Travel Preferred Alternative
Springfield Rail Improvements Project 5-17 Volume II

Exhibit 5-1C. Adverse Travel Preferred Alternative
Springfield Rail Improvements Project 5-18 Volume II

Exhibit 5-2A. Adverse Travel Alternative 2B
Springfield Rail Improvements Project 5-19 Volume II

Exhibit 5-2B. Adverse Travel Alternative 2B
Springfield Rail Improvements Project 5-20 Volume II

Exhibit 5-2C. Adverse Travel Alternative 2B
Springfield Rail Improvements Project 5-21 Volume II

The Preferred Alternative and Alternative 2B would consolidate rail traffic to fewer 

corridors, which would eliminate neighborhood barriers, promote community cohesion

and reduce the length of rail lines that go through residential areas along 3rd Street. The 

Springfield Project improves safety and quality of life to the surrounding communities 

by eliminating substantial train horn noise and limiting the amount of unsafe access and 

resulting fatalities. The Springfield Project will provide a safer way to cross with various 

mitigative components like an overpass, etc. that will compensate for the loss of 

crossings and potential neighborhood barriers from road closures and fencing. The miles 

of corridor with rail traffic passing through residential neighborhoods for each 

alternative is shown in Table 5-4. 

Table 5-4. Miles of Rail Corridor Through Residential Neighborhoods 

Alternative Miles of Corridor in Residential Areas

No-Build 9.1

Preferred 5.4

2B 5.4

The Preferred Alternative and Alternative 2B would pass through or are adjacent to the 

Springfield neighborhoods of Pillsbury, Downtown Springfield, Pioneer Park, Mather 

and Wells, Iles Park, Grand Improvement, Harvard Park, and Springfield South 

Corridor (see Exhibit 4-6). 

Consolidating UP rail traffic onto the 10th Street Corridor is not expected to result in 

adverse disruption and further division of these communities. Rail traffic has long 

existed on the 10th Street Corridor, and the proposed action, while accommodating the 

negative community reactions to the proposed action have been received regarding local 

road closures and changes in travel patterns. The recommendations for grade crossing 

locations, grade crossing treatments and street closures have been accepted by the 

greater Springfield community. All grade crossing and street closures were evaluated as 

part of the EIS process.

Positive impacts to the Springfield communities and neighborhoods would result from 

the elimination of 32 at-grade crossings, improvements to remaining at-grade crossings, 

and the elimination of train horn blowing. Benefits from these actions center on 

increased safety and general noise reduction city-wide. New grade separations would 

increase safety not only for vehicular traffic but also pedestrians traveling across these 

railroad crossing locations. Safety would also increase for vehicular and pedestrian 

traffic from proposed improvements to at-grade crossings remaining along the 10th and 

19th Street corridors, due to fencing along the railroad right-of-way and four quadrant 

gates at crossings to prohibit vehicles from entering during train crossings. The 

proposed at-grade crossing treatments would support elimination of blaring noise from 

train horns traveling through Springfield’s communities. 

5.2.4.1 Grade Separations

Under the Preferred Alternative and Alternative 2B grade separations would be 

constructed or upgraded at the locations shown in Table 5-5. A benefit/cost ratio greater 
Springfield Rail Improvements Project 5-22 Volume II

than 1.0 indicates that the grade separation has benefits such as decreased delays and 

accidents exceeding its construction and maintenance cost over the life of the project. 

Table 5-5. Grade Separations

Preferred 2B Overpass/

Underpass

Benefit/Cost 

Ratio

New Grade Separations

10th St.

North Grand Avenue (NS) X X O 1.04

North Grand Avenue 

(UP) X X U 1.41

Carpenter Street X X U 1.09

Jefferson Street X X U 4.24

Madison Street X X U 1.60

Washington Street X U .75

Monroe Street X U .49

Laurel Street X X U 1.0

Ash Street X X U .96

19th St.

South Grand Avenue X X U 1.76

Ash Street X X U 1.20

Upgrade Existing 

Grade Separations

Cook Street X X U

South Grand Avenue X X U

5

th Street X X U

6

th Street X X U

All of the grade separations would be underpasses (road under railroad) except for 

North Grand Avenue at the NS which would be an overpass because of the length 

required for crossing both the NS and I&M tracks. Exhibits 5-3 and 5-4 show the 

anticipated appearance of the 10th Street 19th Street grade separations.

These grade separations would reduce the barrier effect of the railroad tracks by 

eliminating trains blocking streets, allowing vehicles and pedestrians to cross the tracks 

safely and without delays. These bridges would tie together neighborhoods and 

communities now divided by the rail lines. The cost of these grade separations are 

shown in Table 3-8 and their Benefit/Cost ratios are in Table 5-4. The impacts are 

included in the impacts for the alternatives. 

5.2.4.2 Access Changes Associated With the Preferred Alternative

Each of the proposed street closures associated with the Preferred Alternative would 

result in changes in travel patterns and adverse travel (see Exhibit 5-1A to 5-1C for 
Springfield Rail Improvements Project 5-23 Volume II

Exhibit 5-3. Underpass – 10th Street 
Springfield Rail Improvements Project 5-24 Volume II

Exhibit 5-4. Underpass Separation – 19th Street 
Springfield Rail Improvements Project 5-25 Volume II

specific adverse travel routes). Adverse travel is the additional distance individual 

vehicles and pedestrians would need to travel because the street is closed. 

Abandonment of the 3rd Street Corridor and construction of new grade separations in 

10th and 19th streets would mitigate the delays resulting from adverse travel by 

eliminating delays due to trains blocking crossings. Locations within the combined 10th

Street corridor would be within 0.4 miles of a grade separation as opposed to 1.4 miles 

under the No-Build Alternative. Even those areas affected by street closures would see 

improved emergency vehicle access since the risk of crossings being blocked by trains 

would be eliminated on 3rd Street and reduced on both 10th Street and 19th Street.

Access would be provided to all businesses and residences that remain.

Specific information regarding adverse travel associated with the proposed street 

closures is described below. 

Reservoir Street

Traffic using Reservoir Street would reroute one block north to North Grand Avenue 

where a grade separation would be constructed. The current Average Daily Traffic 

(ADT) on Reservoir Street is 900. The maximum adverse travel for any vehicle or 

pedestrian would be 0.4 miles. There are no important community facilities on 

Reservoir Street, and closure would not affect emergency vehicle access. 

Division Street

Traffic using Division Street would reroute two blocks to the north to North Grand 

Avenue where a grade separation would be constructed. The current ADT is 800. The 

maximum adverse travel for any vehicle would be 0.6 miles. There are no important 

community facilities on Division Street, and closure would not affect emergency vehicle 

access or pedestrian travel. 

Enterprise Street

Traffic using Enterprise Street would reroute three blocks to the north and use the 

proposed grade separation at North Grand Avenue or two blocks to the south to the atgrade crossing at Enos Street. The current ADT is 1,150. The maximum adverse travel is 

shown in Table 5-6.

Table 5-6. Maximum Adverse Travel for Enterprise Street 

Alternative Adverse Travel (miles)

No-Build 0.0

Preferred 0.7

2B 0.9

There are no important community facilities on Enterprise Street in this area, and closure 

would not affect emergency vehicle access or pedestrian travel. 
Springfield Rail Improvements Project 5-26 Volume II

Miller and Reynolds Streets

Traffic using both of these streets would be diverted one block to the proposed grade 

separation at Carpenter Street. The current ADT is 500 for Miller Street and 700 for 

Reynolds Street. The maximum adverse travel for any vehicle would be 0.4 miles. 

There are no important community facilities on Miller or Reynolds Streets in this area, 

and closure would not affect emergency vehicle access or pedestrian travel.

Adams Street

Traffic using Adams Street would be rerouted to the at-grade crossing of Washington 

Street one block to the north or Monroe Street one block to the south. The current ADT 

is 2,250. The maximum adverse travel for any vehicle would be 0.4 miles. The 

Sangamon County Complex, including county offices, courtrooms and jail is on the 

south side of Adams Street between 9th Street and the rail corridor. Visitor parking is 

west of 9th Street. Employee parking is on the east side of the rail corridor. Some 

employees would have a longer (up to 600 feet) walk from their parking to the county 

building. There are no other important community facilities on Adams Street, and 

closure would not affect emergency vehicle access or pedestrian travel.

Jackson Street

Traffic using Jackson Street would be rerouted one block to the north of the Capitol 

Avenue at-grade crossing or two blocks to the south to the Cook Street grade separation. 

The current ADT is 350. The maximum adverse travel for any vehicle would be 0.4 

miles. There are no important community facilities on Jackson Street in this area, and 

closure would not affect emergency vehicle access or pedestrian travel.

5.2.4.3 Access Issues Associated with Alternative 2B 

Alternative 2B was developed in response to a request from the UP to consider a fully 

grade separated corridor where UP tracks would be immediately adjacent to NS tracks. 

This was accomplished by modifying the Preferred Alternative along 10th Street as 

follows: 

 Close Capitol Avenue

 Grade Separate Monroe Street

 Grade Separate Washington Street

 Close Enos Street

These modifications would result in closure or grade separation of all of the crossings in 

the project area south of North Grand Avenue (see Exhibit 5-2A to 5-2C for adverse 

travel associated with Alternative 2B). See Exhibits B-2A, B-2B, and B-2C in Appendix B 

for these locations.

Each of these additional street closures and grade separations for Alternative 2B create 

specific access issues for individual properties as described below. A benefit/cost ratio 

was calculated for the grade separations using the costs described in Section 3.4.4. 
Springfield Rail Improvements Project 5-27 Volume II

Benefits were calculated using these assumptions to compare the savings due to 

reductions in delays, accidents, emissions, and fuel. 

Specific information regarding adverse travel and other impacts associated with the four 

additional crossing changes with Alternative 2B are described below and shown in 

Appendix B.

 Capitol Avenue (Average Daily Traffic – ADT = 1,600) – The Federal, State and City 

governments have made a major investment to create a monumental corridor along

Capitol Avenue between Martin Luther King Drive and the Capitol Building with 

10th Street tracks in the middle of the corridor. This monumental corridor serves as a 

stage for community events such as parades, festivals, and civic ceremonies. 

Closing Capitol Avenue would eliminate much of the intended benefit of this 

completed construction. 

 Monroe Street – A grade separation would cut off current delivery access to the 

County Building and jail as well as the historic Great Western Depot. Access to the 

Great Western Depot would be provided by constructing a new entrance from 9

th

Street through what is currently a private parking lot. This would result in 

additional land acquisition, but not an adverse effect to the historic resource. ADT = 

2,450. The benefit/cost ratio for this grade separations = 0.49.

 Washington Street – A grade separation of Washington Street would make access to 

the future Amtrak station and bus transfer facility difficult and inefficient since it 

would eliminate access to and from the north side of the facility. ADT = 1,700. The 

benefit/cost ratio for this grade separation = 0.75. 

 Enos Street – Closure would seriously hamper emergency access and neighborhood 

connectivity for residents along Enos Street east of 10th Street as the nearest 

crossings would be North Grand Avenue to the north and Carpenter Street to the 

south. Adverse travel distance would be approximately 1⁄2 mile. The affected area is 

blocked to the east by the I&M rail yard with no other access to school or 

emergency services. The anticipated ADT on Enos Street is 1,800. Grade separation 

of Enos street would not be cost effective.

5.2.5 Economic Benefits and Impacts

The expenditure of funds for transportation infrastructure has both direct and indirect 

economic impacts to Springfield. The economic impacts of the Preferred Alternative and 

Alternative 2B would be dispersed through Springfield and Sangamon County. 

The direct impacts include jobs created both in production of materials and equipment 

used in the project and in actual on-site construction activities. Construction of the 

project would involve demolition of existing structures, widening and preparing the 

road bed, placement of new track, installation of signal and safety devices, and 

construction of grade separations. Firms that produce the signal and safety devices, 
Springfield Rail Improvements Project 5-28 Volume II

steel rails, and rolling stock for the Preferred Alternative and Alternative 2B would 

create additional jobs. 

Wages individuals receive would then recycle throughout the economy as new workers 

buy/rent houses, furniture, groceries, and other merchandise. These expenditures, in 

turn, create new jobs. While much of this benefit would be within Springfield, the total 

geographic distribution impact would depend upon the location of firms supplying the 

labor and materials needed on the project.

The predicted increase in train traffic by 2020 from about 35 trains per day to 72 trains 

per day through Springfield would create some new railroad jobs. The precise location 

of economic impacts would depend on which companies receive contracts to conduct 

the construction activity. 

The Preferred Alternative and Alternative 2B would require the purchase of about 41 

acres of additional right-of-way. The increased benefits of increased passenger rail 

traffic through the city and the redevelopment potential of the abandoned 3

rd Street 

railroad corridor is expected to counter the loss of property tax revenue as a result of the 

conversion of property to transportation use.

5.3 Energy

Construction of the Preferred Alternative or Alternative 2B would require consumption 

of energy for processing materials, construction activities, and maintenance for grade 

separation bridges and miles of rail added within the project area.

Construction of the Preferred Alternative or Alternative 2B would reduce traffic 

congestion and wait times at crossings along the alignment and thereby reduce vehicle 

stopping and slowing conditions. As discussed in Section 3.4.2, vehicle delay minutes 

per day in year 2030 in the Springfield rail corridors are projected to decrease almost in 

half for the Preferred Alternative or Alternative 2B compared to the existing year 2010 

delay times, and be nearly reduced by a third compared to the projected No-Build

Alternative 2030 delays. Also, a reduction in present value and annual costs (see Section 

3.4.4.1) from the No-Build Alternative reflects a measurable benefit of implementing the 

retained alternatives, primarily as a reduction of delays and accidents. This would result 

in less direct and indirect vehicle operational energy consumption for the retained

alternatives than the No-Build Alternative. Additional energy savings may be possible 

from the indirect benefits of the redevelopment of the abandoned 3

rd Street rail corridor, 

such as a pedestrian and bicycle accommodations which would increase non-motorized 

transportation usage. Thus, in the long term, post construction operational 

requirements should offset construction and maintenance energy requirements and 

result in new savings in energy usage.
Springfield Rail Improvements Project 5-29 Volume II

5.4 Agriculture

The Preferred Alternative and Alternative 2B would require no farmland acquisition. All 

improvements would be constructed either within existing railroad right-of-way or 

adjacent to existing railroad right-of-way along the 10th Street corridor, except for the 

proposed grade separations on existing urban streets along the 10th Street and 19th Street 

corridors. The land required for these improvements is urban. Therefore, the Preferred 

Alternative and Alternative 2B would not affect prime, unique, or important farmland. 

5.5 Cultural Resources

Section 106 of the National Historic Preservation Act of 1966 (NHPA) requires Federal 

agencies to take into account the effects of their undertakings on historic properties and 

afford the Advisory Council on Historic Preservation (ACHP) of reasonable opportunity 

to comment. The historic preservation review process mandated by Section 106 is 

outlined in regulations issued by ACHP. Revised regulations, “protection of Historic 

Properties” (36 CFR Part 800), became effective January 11, 2011. 

The APE is defined as two blocks on either side of the existing 10th Street tracks, or about 

1,500 feet. This distance encompasses any grade separations that might be constructed.

Three sites within the APE are currently listed on the National Register individually 

(Table 5-6). One of these—the Abraham Lincoln Home—is also a National Historic 

Landmark. The other two sites include the Lincoln Colored Home and the Mine Rescue 

Station. The Illinois State Fairgrounds is adjacent to the project area at the northern 

terminus and is located north of Sangamon Avenue. 

The Mine Rescue Station at 609 East Princeton Avenue is listed on the National Register 

of Historic Places and is about 75 feet from the existing railroad right-of-way, but this 

presents no change from its historic setting. This property also has no noise or vibration 

impacts to the structural integrity of the building; therefore, the eligibility determination

on this property is “No Effect.”

Numerous properties inventoried as Lincoln-era structures (pre-1861) are preliminarily 

eligible for the National Register and are located within the APE (Table 5-6). Many of 

these houses, although they retain fairly poor architectural integrity, are preliminary

eligible for listing on the National Register because of their archaeological significance 

(and thus would be eligible due to Criteria A, C, and/or D). The Preferred Alternative

and Alternative 2B would have No Effect on these properties because of their distance 

(over 400 feet) from the proposed action, except for the four properties mentioned 

below. Train noise, vibration, and visual effects would have a No Effect determination

beyond this range. None of these properties are negatively affected from excessive noise 

levels.
Springfield Rail Improvements Project 5-30 Volume II

National Register-eligible properties adjacent to existing 10th Street tracks are the 

Springfield Furniture Factory, the Great Western Railroad Depot and the Mine Rescue 

Station. 

The former Springfield Furniture Factory at 819 North 11th Street at the northwest corner 

of Eleventh Street and Enos Avenue consists of a complex of attached two-story, brick 

buildings arranged in a C-shaped plan. The facility was constructed in the late 19th 

century as a furniture factory and later occupied by the Desnoyer Shoe Company (1903-

1910) and International Shoe Company (1910-1964). The present occupant is Goodwill 

Industries. The Springfield Furniture Factory retains good integrity and is considered 

eligible to the National Register under Criteria A (industry) and C. The property abuts 

the existing proposed railroad right-of-way, but this represents no change from its 

historic setting. Moreover, vibration studies have assessed no structural impact to the 

property for the Preferred Alternative and Alternative 2B. Therefore, the eligibility 

determination on this property is “No Effect.”

The Great Western Railroad Depot at Monroe Street and 10th Street is a two-story, brick, 

Italianate-style structure. It was constructed in the 1850s with only one story and later 

raised to two. It was from this site that Abraham Lincoln departed his hometown for 

Washington, D.C., on February 11, 1861. It also represents the oldest surviving rail depot 

in Springfield. The Great Western Railroad Depot is considered eligible for the National 

Register under Criteria A (commerce), B (in relation to Lincoln), and C. The property 

abuts the existing railroad right-of-way, but this presents no change from its historic 

setting. Vibration studies have assessed no structural impact to the property for the 

retained alternatives and there are no noise impacts to this property. However, 

Alternative 2B would provide an underpass along Monroe Street which would relocate 

the existing access to the Depot further to the west within the same block. Therefore, the 

eligibility determination on this property would likely be “No Adverse Effect.” Also, the 

proposed underpass for Alternative 2B would not affect the visual setting of historic 

significance of this property. 

The Preferred Alternative and Alternative 2B would displace the former Fireproof 

Storage House No. 3 at 1000 East Monroe Street (see photo below)(No. 21), directly 

across from the Great Western Depot (No. 20) on the opposite side of the existing NS

tracks and the Peabody Coal Company Office building at 2135 South 9th Street (see photo 

below) (No. 54). These properties were identified during the Illinois Historic Structures 

Survey prepared by Fever River Research as potentially eligible for the National 

Register. Both were considered potentially eligible for listing on the NRHP under 

Criterion A (Social History) and/or C (Architecture). However, the Illinois Historic 

Preservation Agency has determined that these structures do not retain sufficient 

integrity to be eligible for the NRHP (see Appendix A).
Springfield Rail Improvements Project 5-31 

Table 5‐7. Properties of Architectural Significance within the Area of Potential Effect‐ 10th Street C

Exhibit

ID Property Name Address

National

Register

Listed

National Register

Eligibility

Criterion(4) 

1 Illinois State Fairgrounds(5) Sangamon & Peoria Rd. X Listed 2 Ridgely Interlocking Tower(2) 1501 Percy Avenue A and C 3 Frame Queen Anne Cottage(5) 1120 East Ridgely C 4 Lanphier HS Gymnasium 1121 East North Grand A and C 5 [Brick Italianate Commercial] 1001 North 9th A and C 6 Springfield Furniture Factory(2) 819 North 11th C 7 Concordia Seminary North 12th & Enos A and C 8 [Queen Anne Cottage] 1021 East Phillips C 9 [Frame Queen Anne Cottage] 919 North 9th C 

10 [Frame House] 901 North 9th C 11 [Frame House] 809 North 9th C 12 1105 East Miller A, C and/or D 13 1106 East Miller A, C and/or D 14 1122 East Miller A, C and/or D 15 Municipal Substation 1013 East Reynolds Not Eligible 16 1121 East Reynolds A, C and/or D 17 801 East Miller A, C and/or D 18 St. Johnʹs Hospital 800 East Carpenter A and C 19 GIPS Co. General Warehouse 217 North 9th C 20 Great Western RR Depot(2) East Monroe & 10th A, B and C 21 Fireproof Storage House No. 3(3) 1000 East Monroe Not Eligible(6) 22 Lincoln School 1115 East Capitol A and C 23 Lincoln Colored Home 427 South 12th X Listed 24 1201 East Edwards A, C and/or D 25 Sacred Heart Rectory 722 South 12th A and C 26 Sacred Heart RC Church South 12th & Lawrence A and C 27 Morse, James, House 818 East Capitol Contributing Resource(7) 28 Abraham Lincoln Home South 8th & Jackson X Listed 29 Charles Arnold House(5) 810 East Jackson Contributing Resource(7) 30 Cook House 508 South 8th Contributing Resource(7) 31 Henson Robinson House(5) 520 South 8th Contributing Resource(7) 32 Solomon Allen Barn 530 South 8th Contributing Resource(7) 33 [Frame Queen Anne House] 814 East Edwards C 34 810 East Edwards A, C and/or D 
Springfield Rail Improvements Project 5-32 

Table 5‐7. (continued) Properties of Architectural Significance within the Area of Potential Effect‐ 10th S

Exhibit

ID Property Name Address

National

Register

Listed

National Register

Eligibility

Criterion(4) 

35 [Frame Queen Anne House] 802 East Edwards C 37 [Italianate Frame House] 718 South 8th C 38 612 South 8th A, C and/or D 39 805 South 12th A, C and/or D 40 809 South 12th A, C and/or D 41 902 South 12th A, C and/or D 42 920 South 11th A, C and/or D 43 1019 South 11th A, C and/or D 44 1104 South 11th A, C and/or D 45 1122 South 11th A, C and/or D 46 1124 South 11th A, C and/or D 47 1209 South 12th A, C and/or D 48 1219 South 12th A, C and/or D 49 Old Southtown Theater Marquee(5) 1110 East South Grand A and C 50 [Victorian Frame House] 1314 South 8th C 51 Claus Grocery Store(5) 1700 South 11th A and C 52 First Brethren Church 2117 South Yale A and C 53 Iles Park Shelter East Ash & 6th A and C 54 Peabody Coal Company Office(3) 2135 South 9th Not Eligible(6) 55 Weaver Building 2150 South 9th A and C 56 Mine Rescue Station(2) 609 Princeton Avenue X Listed 

1) The corridor represents two blocks on either side of the tracks.

2) Denotes properties adjacent to existing NS right‐of‐way. No new ROW acquisition is anticipated. See Cultural Resource Eval

3) Properties in bold would be displaced by the Preferred Alternative and Alternative 2B.

4) See Section 4.4.1 for National Register criteria.

5) Adjacent to project area or No Effect.

6) Finding confirmed by the IHPA, see coordination in Appendix A.

7) A Contributing Resource to the Abraham Lincoln Home National Register Historic District.
Springfield Rail Improvements Project 5-33 Volume II

Former Fireproof Storage House No. 3 (No. 21) at left, 1000 E. Monroe Street

Peabody Coal Company Office (No. 54), 2135 South 9

th Street

5.5.1 Archaeological Resources

The Preferred Alternative and Alternative 2B would avoid the Lincoln Home National 

Historic District; therefore, the project would not impact any known archaeological sites. 

No archaeological surveys or testing were conducted during the Phase I cultural 

resources evaluation because of the previous disturbance of the railroad corridors. New 

right-of-way would be subjected to a Phase I archaeological survey to identify 

potentially significant archaeological resources. Potentially significant archaeological 

resources could be found associated with the former coal-mining communities of Starne 

and Iles Junction, the rail yard and shops of the Great Western/Wabash Railroad, as well 

as pre-Civil War domestic neighborhoods of downtown Springfield with further
Springfield Rail Improvements Project 5-34 Volume II

investigations. The evaluation of potential impacts to unknown archaeological 

resources within the project area requires continued coordination with the Illinois 

Historic Preservation Agency (IHPA) under the requirements of Section 106 of the 

Historic Preservation Act of 1966. 

FRA has made a preliminary determination that all of the properties listed in Table 5-6 

will have a No Effect determination finding as a result of the implementation of the 

Preferred Alternative. In addition, it is FRA’s opinion that areas requiring new right-ofway should be subjected to a Phase I archaeological survey to identify potentially 

significant archaeological resources. FRA has determined that the proposed undertaking 

will have a conditional No Effect finding, pending a future archaeological investigation 

that must be completed prior to project construction (see SHPO coordination letter in 

Appendix A). The SHPO’s concurrence to this opinion will be included in the Record of 

Decision for this project. 

5.6 Natural Resources

5.6.1 Threatened and Endangered Species

Of the threatened and endangered species mentioned to potentially occur in central 

Illinois by USFWS and the Illinois Department of Natural Resources (listed in Section 

4.6.2), none of these species would be affected by the Preferred Alternative or 

Alternative 2B. No suitable habitat or species occurrences are known to exist and have 

not been reported by any of the resource agencies since the project area is entirely 

located in a developed, urban environment.

The Springfield Project will have a finding of “no effect” on any of the species known to 

occur within central Illinois as indicated in Section 4.6.2 of this report. There is no 

evidence of correspondence with the USFWS providing documentation of the “no 

effect” determination although USFWS provided directions on the process and 

preparation of this document.

5.6.2 Natural Areas

There are no environmental consequences to any Illinois Natural Areas as a result of the 

Springfield Project. 

5.7 Air Quality

5.7.1 Conformity

All areas of Sangamon County affected by the project are classified as attainment areas 

for the six criteria air pollutants which include carbon monoxide (CO), lead (Pb), 

nitrogen dioxide (NO2), particulate matter (PM10 and PM2.5), ozone (O3), and sulfur 

dioxide (SO2). Accordingly, a conformity determination of the project's capacity to cause 

or exacerbate exceedances of the National Ambient Air Quality Standards (NAAQS) is 

not required.
Springfield Rail Improvements Project 5-35 Volume II

5.7.2 Mobile Source Air Toxics

In addition to determining criteria for pollutants for which there are NAAQS, the 

USEPA also regulates mobile source air toxics (MSATs). While diesel train emissions 

would be offset by decreases in regional roadway vehicle miles traveled (VMT) and 

vehicular congestion, MSAT sources would be produced from vehicular traffic, increases 

in diesel locomotive emissions from the additional 3rd Street freight and passenger rail 

traffic, idling passenger trains near the proposed station, and train operations at 

maintenance and/or storage facilities. 

In February 2007, USEPA finalized a rule to reduce hazardous air pollutants from 

mobile sources. The rule will limit the benzene content of gasoline and reduce toxic 

emissions from passenger vehicles and gas cans. USEPA estimates that in 2030 this rule 

would reduce total emissions of mobile source air toxics by 330,000 tons and VOC 

emissions (precursors to ozone and PM2.5) by over 1 million tons, including 61,000 tons 

of benzene.

USEPA has also adopted many mobile source emission control programs that will also 

result in large air toxic reductions. The control programs include the Locomotive and 

Commercial Marine Rule and the Clean Air Nonroad Diesel Rule. The Locomotive and 

Commercial Marine program will dramatically reduce pollution from locomotive diesel 

engines and apply to all types of locomotives, including line-haul, switch, and 

passenger. The program sets new near-term and long-term emission limits for newly

built engines and existing locomotive engines when they are remanufactured. USEPA 

estimates that by 2030, this program will reduce annual emissions of NOx and PM by 

800,000 and 27,000 tons, respectively. The Clean Air Nonroad Diesel Rule sets new 

emission standards for nonroad diesel engines and sulfur reductions in nonroad diesel 

fuel that will dramatically reduce harmful emissions. USEPA estimates that by 2030, this 

program will reduce annual emissions of nitrogen oxides and particulate matter by 

738,000 and 129,000 tons, respectively.

The Preferred Alternative and Alternative 2B are expected to be associated with higher 

levels of MSAT emissions in the project area, relative to the No-Build Alternative, along 

with benefit from improvements in rail movement and capacity, and from the additional 

grade separations. However, USEPA regulations for vehicle and locomotive engines 

and fuels will cause overall MSATs emissions to decline substantially over the next 

several decades. Future emissions likely would be lower than present levels as a result 

of USEPA’s national control programs of MSAT emission-reduction technology and 

fuels.

5.7.3 Local Air Quality

The Preferred Alternative and Alternative 2B would combine existing 3rd Street corridor 

rail traffic with 10th Street corridor rail traffic; thereby, increasing the potential for local 

emission concentrations of air pollutants. Because the proposed project would better 

accommodate existing and projected rail traffic through Springfield and not result in 

new sources of rail traffic, substantial increases in the amount of emissions-producing 

traffic are not expected. The Preferred Alternative and Alternative 2B are not anticipated 
Springfield Rail Improvements Project 5-36 Volume II

to have a substantial impact on current or future air quality standards or lead to the 

establishment of a non-attainment area.

Microscale CO concentration analyses were performed for the 2003 Final Environmental 

Impact Statement, Chicago to St. Louis, High-Speed Rail Project. Microscale analyses 

were performed at a worst-case highway-railroad grade crossing in Springfield 

(Carpenter Street) and at the Amtrak station. The estimated CO concentrations were 

well below the NAAQS one-hour and eight-hour standards. Maximum one-hour 

concentrations were estimated to be no greater than 7.4 ppm, and estimated eight-hour 

concentrations were no greater than 4.6 ppm. 

Recent air quality monitoring data from the Illinois EPA shows concentrations well 

below threshold levels and existing conditions have not changed enough to warrant 

additional analysis. The monitoring data reported a highest recorded one-hour CO 

concentration of 4.5 ppm at the 6th Street and Monroe Street intersection, a location with 

some of downtown Springfield’s highest Average Daily Traffic (over 11,000), which is 

well below the current standard of 35 ppm. The highest eight-hour CO concentration at 

this location was no greater than 2.0 ppm, which is well below the 9 ppm standard. 

For 4,000-horsepower locomotives emitting CO at the maximum rate permitted under 

federal regulation, total CO emissions per mile per day along this portion of the corridor 

would be equivalent to approximately 46 to 100 daily motor vehicles, well below the 

16,000 ADT trigger for Carbon Monoxide Screen for Intersection Modeling (COSIM) 

analysis at roadway intersections. This means project-generated increases in wayside 

train activity would not be expected to be sufficiently large to cause or substantially 

contribute to a localized violation of the CO NAAQS.

In addition, the proposed construction of grade separations along the 10th Street and 

19th Street corridors would decrease vehicular delay times. This decrease in vehicular 

delay time is anticipated to dramatically decrease the build-up of CO concentrations at 

locations currently served by at-grade crossings. Therefore, the Preferred Alternative 

and Alternative 2B are not anticipated to result in localized CO concentrations in excess 

of the one-hour or eight-hour NAAQS of 35 ppm and 9 ppm, respectively.

Similar reasoning would apply to PM2.5 – another criteria air pollutant that can be 

associated with localized impact—as well as air toxics. As discussed in Section 5.1.2, the 

USEPA finalized a three part program in 2008 that will dramatically reduce emissions 

from diesel locomotives of all types—line-haul, switch, and passenger rail. This rule will 

cut PM emissions from these engines by as much as 90 percent and NOx emissions by as 

much as 80 percent when fully implemented. These standards will also yield sizeable 

reductions in emissions of CO and MSATs. Therefore, the spatial and temporal density 

of these emissions would not be nearly sufficient to cause or substantially contribute to 

localized violations of applicable NAAQS or increased MSAT.
Springfield Rail Improvements Project 5-37 Volume II

5.7.4 Construction Impacts

Potential impacts to local air quality during construction are possible. Potential impacts 

include fugitive dust emissions, direct emissions from construction equipment and truck 

exhausts, increased emissions and dust from construction vehicles on the streets, and 

emissions from re-routed vehicular traffic. Fugitive dust emissions vary with the nature 

of the operations and the dust control methods employed. Fugitive dust generated 

during construction generally consists of large-sized particulates that settle on nearby 

buildings and vehicles. People near a construction site would be exposed to higher than 

average amounts of inhalable particulates. However, the impacts associated with 

construction activities are normally negligible, local, and temporary.

IDOT’s Standard Specifications for Road and Bridge Construction include provisions on 

dust control. Under these provisions, dust, and airborne dirt generated by construction 

activities would be handled through dust-control procedures or a specific dust-control 

plan, when warranted. The contractor and the Department would meet to review the 

nature and extent of dust-generating activities and would cooperatively develop specific 

types of control techniques appropriate to the specific situation. Techniques that may 

warrant consideration include measures such as minimizing track-out of soil onto 

nearby publicly traveled roads, reducing speed on unpaved roads, covering haul 

vehicles, and applying chemical dust suppressants or water to exposed surfaces, 

particularly those on which construction vehicles travel. With the application of 

appropriate measures to limit dust emissions during construction, this project would not 

cause any notable, short-term particulate matter air quality impact. 

5.8 Noise/Vibration

In accordance with FTA and FRA guidelines, a noise and vibration impact assessment 

was conducted for the Preferred Alternative and Alternative 2B. This section presents 

the information used in conducting the noise and vibration assessment, the results of the 

assessments and potential mitigation measures for both noise and vibration, where 

appropriate.

5.8.1 Noise and Vibration Projections

The Preferred Alternative and Alternative 2B include consolidation of the 3rd Street and 

10th Street rail traffic onto the 10th Street corridor. The project also includes the 

construction of grade separations at select streets throughout Springfield, street closures 

at some grade crossings, and the establishment of quiet zones throughout Springfield. 

The noise and vibration assessment includes projections of the UP freight and Amtrak 

passenger train traffic, NS freight traffic, CN freight traffic, and I&M freight traffic 

throughout Springfield. This assessment also includes the No-Build Alternative which 

includes future projected growth in train traffic but does not include the relocation of 

any tracks or the establishment of quiet zones.

For the Preferred Alternative and Alternative 2B, UP and Amtrak trains were modeled 

on new tracks along the 10th Street corridor adjacent to the existing NS tracks from 
Springfield Rail Improvements Project 5-38 Volume II

Stanford Avenue in the south to Phillips Street in the north. From Phillips Street to 

Ridgely Avenue there would be a section of new UP track, which would connect with 

the existing UP tracks to the north of Ridgely Avenue. In addition, NS trains were 

modeled in their existing locations throughout the city with the track being shifted 

slightly in some areas along 10th Street to accommodate the new UP tracks. CN and 

I&M trains were modeled in their current locations with no proposed changes to the 

tracks. 

For the No-Build Alternative, UP and Amtrak trains were modeled on the existing 3rd

Street tracks, NS and CN trains were modeled on the existing 10th Street and 19th Street 

tracks, respectively, and I&M trains were modeled on the existing 19th Street tracks and 

I&M tracks north of East Clear Lake Avenue.

5.8.1.1 Noise Projections

The primary components of wayside noise from train operations are engine/exhaust 

noise for diesel locomotives and wheel/rail noise from the steel wheels rolling on steel 

rails for freight railcars and passenger cars. The projection of wayside noise was carried 

out using models specified in the FTA Guidance Manual, with the following 

assumptions:

 Existing noise levels were measured throughout the project area to determine 

existing noise levels. The existing noise measurements were used to determine an

impact criteria for the project through Springfield.

 For the No-Build Alternative, all trains were assumed to sound the locomotive 

warning horns at at-grade crossings in the project area. 

 For the Preferred Alternative and Alternative 2B at-grade crossings in the project 

area were assumed to be part of quiet zones where locomotive warning horns 

would not be sounded during normal operating conditions. Modeling for the 

Preferred Alternative and Alternative 2B omitted train horn noise.

 The UP operations were assumed to consist of a total of 21 daytime and six

nighttime trains. UP trains were assumed to consist of two locomotives and 75 

railcars, with an approximate total train length of 6,500 feet. UP trains were 

assumed to operate at 40 mph. UP operations on 3rd Street were assumed to 

increase from five existing trains per day to a total of 27 trains per day with the NoBuild Alternative.

 The Amtrak passenger train operations were assumed to consist of a total of 17 

daytime and one nighttime trains. Amtrak trains were assumed to consist of two

locomotives and four passenger cars, with an approximate total train length of 500 

feet. Amtrak trains were assumed to operate at 40 mph since they would all stop in 

Springfield. Amtrak operations on 3rd Street were assumed to consist of 10 trains 

per day for the No-Build Alternative. The UP freight operations would occupy all of 

the remaining No-Build track capacity. Additional passenger trains would require a 

second track. 
Springfield Rail Improvements Project 5-39 Volume II

 The NS operations were assumed to consist of a total of 18 daytime and nine

nighttime trains. NS trains were assumed to consist of two locomotives and 57 

railcars, with an approximate total train length of 5,000 feet. NS trains were 

assumed to operate at 40 mph. For the No-Build Alternative, the NS operations 

were assumed to be the same as the Preferred Alternative and Alternative 2B.

 The CN operations for the Preferred Alternative and Alternative 2B, as well as the 

No-Build Alternative, were assumed to consist of a total of six daytime and three

nighttime trains. CN trains were assumed to consist of two locomotives and 57 

railcars, with an approximate total train length of 5,000 feet. CN trains were 

assumed to operate at 10 mph. CN operations were assumed to increase from the 

existing four to the nine trains per day used in the analysis.

 The I&M operations for the Preferred Alternative and Alternative 2B, as well as the 

No-Build Alternative, were assumed to consist of a total of six daytime and three

nighttime trains. I&M trains were assumed to consist of two locomotives and 57 

railcars, with an approximate total train length of 5,000 feet. I&M trains were 

assumed to operate at 10 mph. I&M operations were assumed to increase from the 

existing four to the nine trains per day used in the analysis.

 Based on FTA guidance, the predictions assume that a single diesel locomotive 

operating at 50 mph on ballast and tie track with continuous welded rail (CWR) 

generates a Sound Exposure Level (SEL) of 92 dBA at a distance of 50 feet from the 

track centerline.

 Based on FTA guidance, the predictions assume that a single freight railcar or 

passenger car operating at 50 mph on ballast and tie track with continuous welded 

rail (CWR) generates an SEL of 82 dBA at a distance of 50 feet from the track 

centerline.

 Warning bells, generating a sound level of 73 dBA at 50 feet (FTA-VA-90-1003-06, 

May 2006), were assumed to be sounded at all gated crossings before and during 

each train pass-by for a total duration of 30 seconds. Train horn noise was measured 

for this project and not assumed (see Noise and Vibration Technical Report, June 

2012).

 Wheel impacts at turnouts typically cause localized noise increases of 6 dB (HMMH 

measurement data). 

 Noise modeling was assessed for cultural and Section 4(f) properties along the 

Preferred Alternative and Alternative 2B. 

5.8.1.2 Vibration Projections

The potential vibration impact from trains in the project area was assessed on an 

absolute basis using the FTA criteria rather than a comparative basis to the No-Build 

condition. The No-Build Alternative would not cause a significant increase in train 
Springfield Rail Improvements Project 5-40 Volume II

events or the addition of new tracks. The following factors were used in determining 

potential vibration impacts along the proposed rail alignment:

 Existing ground-borne vibration measurements were conducted at six sites in the 

project area. These measurement results were compared with the typical 

locomotive maximum vibration level versus distance curve in Section 2.8 of the

FTA Guidance Manual (FTA-VA-90-1003-06, May 2006). This curve was used to 

model vibration levels at all sensitive receptor locations along the 10th Street 

corridor and the section of new UP track between Phillips Street and Ridgely 

Avenue. 

 Because the only changes to the CN, NS and I&M operations would be the 

establishment of quiet zones outside the 10th Street corridor, vibration was not 

assessed for the CN, I&M, or on the NS tracks north of Phillips Street. For the NoBuild Alternative, no impact is assessed for the 10th Street corridor because there 

would not be a significant increase in the number of events (doubling of events) and 

there are no new or relocated tracks (FTA-VA-90-1003-06, May 2006). 

 The existing vibration conditions in the project area were assumed to be in the 

category of a “Heavily Used Rail Corridor,” as defined in the FTA Guidance 

Manual (FTA-VA-90-1003-06, May 2006).

 In locations where the existing train vibration exceeds the impact criteria, the 

project would cause additional impact with an approximate doubling of train 

events. If there is not a doubling of events, there would only be impact if the project 

vibration is 3 VdB or more higher than existing vibration levels.

 In locations where the existing train vibration does not exceed the impact criteria, or 

for locations with new track, such as the UP between Phillips Street and Ridgely 

Avenue, impact is assessed based on an exceedance of the vibration criteria.

 Because of the length of freight trains and the amount of time that the vibration 

events last, freight operations were assessed using the “Frequent Events” category 

in the vibration impact criteria, as defined by the FTA Guidance Manual (FTA-VA90-1003-06, May 2006).

 The vibration projections assumed that all UP freight, Amtrak passenger, and NS 

freight trains are operating at a speed of 40 mph in the 10th Street corridor.

 Wheel impacts at turnouts typically cause localized increases in vibration of 10 VdB

(FTA-VA-90-1003-06, May 2006).
Springfield Rail Improvements Project 5-41 Volume II

5.8.2 Noise and Vibration Impact Assessment

No-Build Alternative

A report titled Springfield Railroad Consolidation Study—Noise and Vibration 

Technical Report, Harris Miller Miller & Hanson, June 1, 2012, was prepared for this 

project and can be referenced for additional information. 

Table 5-8 presents the combined results of the No-Build Alternative noise impact 

assessment at residential and institutional locations. The term “number of noise 

impacts” means the number of noise-sensitive receptors that would experience 

moderate or severe noise impacts. Moderate impacts are the result of the cumulative 

change in noise that is noticeable to most people, but may not cause adverse reactions. 

Severe impacts can be expected to cause a majority of the people to be highly annoyed 

by the new level of noise. For the No-Build Alternative, the noise levels include 

locomotive warning horns. No noise impacts would occur at institutional locations with

the No-Build Alternative. 

The results of the No-Build Alternative noise impact assessment indicate that there 

would be 1,789 severe noise impacts and 5,978 moderate noise impacts at residential

locations. Impacts for the No-Build Alternative would generally occur at residential 

locations. Other types of locations affected would be five hotels and nine

hospital/medical buildings and the Sangamon County Jail. These noise impacts for the 

No-Build Alternative are along the UP, NS, CN, and I&M tracks throughout Springfield

and are a result of the projected additional UP, NS, CN, and I&M trains in areas where 

the existing noise levels are relatively high. All trains in the No-Build Alternative would 

be sounding the horns. The primary driver of noise impacts are the train horns.

5.8.2.1 Noise Impact Assessment

Proposed Project Compared to No-Build

Table 5-8 also presents the results of the noise impact assessment for the Preferred 

Alternative and Alternative 2B at residential and institutional locations. For Alternative

2A and 2B, future noise levels do not include horn noise because of the establishment of 

quiet zones. The grade separations and grade crossing improvements included in the 

Preferred Alternative and Alternative 2B allow quiet zones to be established. No noise 

impacts would occur at institutional receivers, cultural sites or Section 4(f) properties

with the Preferred Alternative and Alternative 2B. 

With the Preferred Alternative and Alternative 2B there would be six severe noise 

impacts and eight moderate noise impacts at residential locations from the Springfield 

Project. These noise impacts are limited to one area as shown in Exhibit B-1I. The noise 

impacts are located in the southern portion of the study area near the intersection of the 

NS tracks and the existing UP tracks. 

The noise impacts would result from the projected additional UP and NS trains in the 

10th Street corridor in an area where streets crossing the tracks are grade separated, so
Springfield Rail Improvements Project 5-42 Volume II

existing trains do not sound their horns. Thus, the increase in the number of trains in the 

10th Street corridor would be the primary factor in the change in noise levels. 

Overall noise impacts would be reduced throughout the rail corridor of the 

recommended alternatives because of the proposed quiet zone. The retained 

alternatives (the Preferred Alternative and Alternative 2B) would eliminate train horns 

from being sounded throughout Springfield on all three rail corridors. This would have 

a positive effect on residents who live and work along the 10th Street corridor. Residents 

citywide also would benefit from the proposed action—even with an increase in the 

overall number of trains. 

Table 5-8 presents a summary of noise impact results between the No-Build Alternative 

and the Preferred Alternative and Alternative 2B.

Table 5-8. Summary of Noise Impact Results

Receptor Location

No-Build The Preferred Alternative 

and Alternative 2B

Number of Impacts Number of Impacts

Moderate Severe Moderate Severe

UP/I&M Intersection 210 21 0 0

UP 3rd Street Corridor from UP/I&M 

Intersection to UP/NS Intersection

2,248 632 N/A2 N/A2

Relocated UP from I&M to NS N/A1 N/A1

0 0

10th Street Corridor from Relocated UP/NS 

Intersection to East Stanford Avenue 

2,083 113 8 6

NS from East Sangamon Avenue to 

Relocated UP

716 233 0 0

I&M from UP to CN 388 63 0 0

19th Street Corridor from I&M/CN 

Intersection to East Stanford Avenue

130 522 0 0

CN from East Sangamon Avenue to I&M 203 205 0 0

TOTAL 5,978 1,789 8 6

1. This location is outside of the project area.

2. This location is outside of the project area.

Source: Harris Miller Miller & Hanson Inc., 2011

5.8.2.2 Vibrations Impact Assessment

No vibration impacts would occur with the No-Build Alternative. The 10th Street 

corridor is currently defined as “heavily-used” (more than 12 trains per day). For the 

No-Build Alternative, there is no change to the train speeds or track locations, only an 

increase in the number of trains per day. Because the number of trains per day is not

doubling on the 10th Street corridor in the No-Build Alternative, there would be no 

vibration impacts. 

Tables 5-9 and 5-10 presents the results of the vibration impact assessment for the 

Preferred Alternative and Alternative 2B at residential (Category 2) and institutional 

(Category 3) locations, respectively. The tables provide information by track location, 
Springfield Rail Improvements Project 5-43 Volume II

Table 5-9. The Preferred Alternative and Alternative 2B Land Use Category 2 Vibration Impact Summary

Receptor Location

Distance To Near Track (feet)

Train Speed 

(mph)

Existing/NoBuild

Vibration 

Level1

Projected 

Vibration 

Level1

Vibration 

Impact 

Criterion1

Number of 

Vibration 

Impacts(3)

Existing/NoBuild

Future

UP/I&M Intersection

E Sangamon Ave to E Griffiths Ave 65-260 65-220 10-40 70-84 72-84 72 10

UP from I&M to NS

E Griffiths Ave to E Black Ave 100-170 70-125 40 70-75 73-80 72 5

E Black Ave to N Grand Ave E2 95 300 40 76 61 72 0

N Grand Ave E to E Division St 80-710 45-135 40 55-78 72-85 72 19

UP/NS Intersection

E Division St to E Phillips St 40-280 40-185 40 63-85 72-85 72 23

10th Street Corridor from UP/NS Intersection to Existing UP (East Iles Avenue/West Highland Avenue)

E Phillips St to E Carpenter St 35-85 40-95 40 77-86 76-85 72 3

E Madison St to E Monroe St 70-95 45-75 40 76-80 79-84 72 2

E Cook St to E Kansas/E Scarritt St2 230 155 40 67 71 72 0

E Kansas/E Scarritt St to E Cedar St 195-200 100-105 40 68 75 72 3

E Cedar St to E Ash St 130-200 95-140 40 68-73 72-76 72 5

E Ash St to E Princeton/Broad Pl 185-200 115-130 40 68-69 73-74 72 3

E Princeton/Broad Pl to E Iles/W Highland 

Ave 35-205 40-135 40 68-86 72-86 72 44

UP/NS from Existing UP Track to East Stanford Avenue

E Stanford to E Iles/W Highland Ave 100-190 40-145 40 69-75 73-85 72 12

TOTAL 129

1 Vibration levels are measured in VdB referenced to 1 μ-inch/second.

2

There are no vibration impacts in this section. Data are for closest receptor in this location.

3

Vibration impacts are limited to human annoyance and are below thresholds for structural damage. 

Source: Harris Miller Miller & Hanson Inc., 2011
Springfield Rail Improvements Project 5-44 Volume II

Table 5-10. The Preferred Alternative and Alternative 2B Land Use Category 3 Vibration Impact Summary

Receptor Name Receptor Location

Distance To Near Track (feet) Train 

Speed 

(mph)

Existing 

Vibration 

Level1

Projected 

Vibration 

Level1

Vibration 

Impact 

Criterion1

Number of 

Vibration 

Impacts(2)

Existing/NoBuild

Future

UP from I&M to NS

Caritas Hall Association E Black Ave to N Grand Ave E 400 65 40 42 80 75 1

10th Street Corridor from UP/NS Intersection to Existing UP (East Iles Avenue/West Highland Avenue)

Lincoln Depot E Monroe St to E Cook St 25 30 40 88 87 75 1

TOTAL 2

1 Vibration levels are measured in VdB referenced to 1 μ-inch/second.

2

Vibration impacts are limited to human annoyance and are below thresholds for structural damage. 

Source: Harris Miller Miller & Hanson Inc., 2011
Springfield Rail Improvements Project 5-45 Volume II

including the distance to the nearest existing and future tracks, train speeds in each 

location, existing and projected future vibration levels, impact criterion, and number of 

vibration impacts. The “number of vibration impacts” means the number of vibrationsensitive receptors that would experience vibration impacts. Where vibration impacts 

are predicted, the tables provide the range of vibration levels for those impacted 

receptors. 

The results of the vibration impact assessment for the Preferred Alternative and 

Alternative 2B indicate that there would be 129 impacts at residential (Category 2) 

locations and two impacts at institutional (Category 3) locations. The vibration impacts 

would be on the 10th Street corridor, the new UP tracks between Phillips Street and 

Ridgely Avenue, and on the new double-track portion of the UP north of Ridgely 

Avenue. The vibration impacts along the 10th Street corridor would result from the new 

tracks and the increase in train traffic along the corridor. The impacts between Phillips 

Street and Ridgely Avenue would result from the introduction of the new UP tracks in 

this location. The vibration impacts on the existing UP corridor north of Ridgely 

Avenue would result from the changes in the tracks and the presence of a number of 

crossovers. Vibration impacts also would occur at the Caritas Hall Association and the 

Great Western Railroad Depot. The Great Western Railroad Depot currently experiences 

vibration impacts with existing rail traffic, and the proposed project would reduce 

vibration levels from the No-Build condition. All vibration impacts are limited to 

human annoyance, and the projected vibration levels are below the criteria for potential 

damage to any building structures.

No vibration impacts would occur on the section of the NS track north of Phillips Street, 

or on the CN or I&M tracks because there would be no change in the vibration levels in 

those locations with the Preferred Alternative and Alternative 2B. Future operations

would be on the existing tracks with no change in speed. Therefore, there would not be 

any change in the ground-borne vibration levels at sensitive receptors adjacent to these 

portions of the Preferred Alternative and Alternative 2B.

The Preferred Alternative and Alternative 2B would reduce existing vibration levels and 

would result in no train-related vibration impacts at sensitive receptors located along 

3rd Street, including the historic Dana Thomas House, and Memorial Medical Center,

and Springfield Clinic. In addition, the proposed Medical District expansion between 

Memorial Medical Center and St. John’s Hospital would not be affected by vibration 

impacts. These facilities are located approximately 3,000 feet from the 10th Street tracks 

and the existing 3rd Street train traffic would be relocated to the 10th Street corridor. 

5.8.3 Construction Noise Impact Assessment

Construction noise varies greatly depending on the construction process, type and 

condition of equipment used, and layout of the construction site. Many of these factors 

are traditionally left to the contractor's discretion, which makes it difficult to accurately 

estimate levels of construction noise. Overall, construction noise levels are governed 

primarily by the noisiest pieces of equipment. For most construction equipment, the 

engine, which is usually diesel, is the dominant noise source. This is particularly true of 
Springfield Rail Improvements Project 5-46 Volume II

engines without sufficient muffling. For special activities such as impact pile driving 

and pavement breaking, noise generated by the actual process dominates.

Construction noise at a given noise-sensitive location depends on the magnitude of noise 

during each construction phase, the duration of the noise, and the distance from the 

construction activities. Projecting construction noise requires a construction scenario of 

the equipment likely to be used and the average utilization factors or duty cycles (i.e.,

the percentage of time during operating hours that the equipment operates under full 

power during each phase). The noise impact assessment for a construction site is based 

on:

 An estimate of the type of equipment that would be used during each phase of the 

construction and the average daily duty cycle for each category of equipment,

 Typical noise emission levels for each category of equipment, and

 Estimates of noise attenuation as a function of distance from the construction site.

Construction noise estimates are always approximate because of the lack of specific 

information available at the time of the environmental assessment. Decisions about the 

procedures and equipment to be used are made by the contractor. Project designers 

usually try to minimize constraints on how the construction would be performed and 

what equipment would be used so that contractors can perform construction in the most 

cost effective manner. The project sponsor would evaluate potential construction noise 

impact during engineering and design of the project, as more details of the construction 

scenarios are known, including potential haul routes for excavated material. 

5.8.4 Noise and Vibration Mitigation

5.8.4.1 Train Noise Mitigation Measures

Quiet zones are proposed to be established throughout the project area. Train horns 

sounded near at-grade crossings are the major noise source in the project area. Quiet 

zones would eliminate this major noise source from freight train activities throughout 

the project area. For the 18 moderate and severe noise impacts still remaining in the 

recommended alternative, payments for noise easements are recommended since other 

mitigation forms are too costly and impracticable. 

5.8.4.2 Train Vibration Mitigation Measures

The assessment assumes that the vehicle wheels and track are maintained in good 

condition with regular wheel truing and rail grinding. Beyond this, there are several 

approaches to reduce ground-borne vibration from train operations. They are:

 Ballast Mats: A ballast mat consists of a pad made of rubber or rubber-like material 

placed on an asphalt or concrete base with the normal ballast, ties, and rail on top. 

The reduction in ground-borne vibration provided by a ballast mat is strongly 

dependent on the vibration frequency content and the design and support of the 

mat.
Springfield Rail Improvements Project 5-47 Volume II

 Resiliently Supported Ties: Resiliently supported ties have a rubber or other 

resilient material placed between the ties and the ballast. These ties may be 

effective in reducing vibration 10 VdB at frequencies above 15 Hz.

 Resilient Rail Fasteners: Resilient rail fasteners which are specially-designed 

fasteners between the rails and the ties. Resilient rail fasteners may reduce 

vibration by 5 to 10 VdB at frequencies above 30 to 40 Hz.

 Tire Derived Aggregate (TDA): Also known as shredded tires, a typical TDA 

installation consists of an underlayment of 12 inches of nominally 3-inch size tire 

shreds or chips wrapped with filter fabric, covered with 12 inches of sub-ballast and 

12 inches of ballast above that to the base of the ties. Tests suggest that the 

vibration attenuation properties of this treatment are midway between that of 

ballast mats and floating slab track. While this is a low-cost option, it has only been 

installed on two U.S. light rail transit systems (San Jose and Denver).

 Floating Slabs: Floating slabs consist of thick concrete slabs supported by resilient 

pads on a concrete foundation; the tracks are mounted on top of the floating slab. 

Most successful floating slab installations are in subways, and their use for at-grade 

track is less common. Although floating slabs are designed to provide vibration 

reduction at lower frequencies than ballast mats, they are extremely expensive.

 Special Trackwork at Crossovers and Turnouts: Because the impacts of vehicle 

wheels over rail gaps at track turnout locations increases ground-borne vibration by 

about 10 VdB, turnouts are a major source of vibration impact when they are 

located in sensitive areas. If turnouts cannot be relocated away from sensitive 

areas, another approach is to use spring-rail, flange-bearing or moveable-point 

frogs in place of standard rigid frogs at turnouts. These devices allow the 

flangeway gap to remain closed in the main traffic direction for revenue service 

trains.

 Property Acquisitions or Easements: Additional options for avoiding vibration 

impacts (and noise impacts also) would be to purchase receptors likely to be 

affected by train operations or to acquire easements for such receptors by paying 

the homeowners to accept the future train vibration conditions. These approaches 

would usually be taken only in isolated cases where other mitigation options are 

infeasible, impractical, or too costly.

 Vibration impacts are projected along the 10th Street corridor at the new UP tracks 

between Phillips Street and Ridgely Avenue, and on the new double-track portion 

of the UP north of Ridgely Avenue. A mix of special trackwork and other vibration 

mitigation measures could reduce vibration levels at some locations. However, 

vibration mitigation generally does not perform well for freight trains because of 

the high axle loads. Some vibration mitigation measures would have limited effects 

at reducing vibration levels from freight trains, but would not reduce vibration 

levels to below the impact thresholds at all locations. Also, the vibration impacts 
Springfield Rail Improvements Project 5-48 Volume II

assessed for the Preferred Alternative and Alternative 2B are only for human 

annoyance levels and not for any structural damage to homes or businesses.

5.8.4.3 Construction Noise Mitigation Measures

Temporary noise during construction has the potential of being intrusive to residents 

near the construction sites. Construction activities would be carried out in compliance 

with all applicable local noise regulations. In addition, specific residential property line 

noise limits would be developed during final design and included in the construction 

specifications for the project, and noise monitoring would be performed during 

construction to verify compliance with the limits. This approach allows the contractor 

flexibility to meet the noise limits in the most efficient and cost-effective manner. Noise 

control measures that would be applied as needed to meet the noise limits include the 

following:

 Avoiding nighttime construction in residential neighborhoods.

 Using specially quieted equipment with enclosed engines and/or high-performance 

mufflers.

 Locating stationary construction equipment as far as possible from noise-sensitive 

sites.

 Constructing noise barriers, such as temporary walls or piles of excavated material, 

between noisy activities and noise-sensitive receivers.

 Re-routing construction-related truck traffic along roadways that would cause the 

least disturbance to residents.

5.9 Water Quality/Resources

5.9.1 Surface Water Impacts

The consolidation of rail to the 10th Street corridor would require re-grading existing 

drainage ditches alongside the additional rail alignments. Stormwater runoff in the 

project area would be collected and treated in the same manner as the existing system. 

Over 90 percent of stormwater in the project area would be collected in city combined 

sewers and routed for treatment to the Sugar Creek Treatment Plant (for areas south of 

South Grand Avenue) or the Spring Creek Treatment Plant (for areas north of South 

Grand Avenue). Stormwater runoff near the project limits at Stanford Avenue and 

Sangamon Avenue are collected in city storm sewers and routed to detention basins 

prior to discharge to waterways. Treatment and detainment of stormwater runoff would 

prevent further impairment of any receiving waters as a result of the project. The NoBuild Alternative also has its stormwater runoff collected in Springfield’s combined 

sewers. 

Construction and maintenance can potentially affect water resources in a variety of 

ways. Short-term and long-term impacts to surface waters as a result of construction 
Springfield Rail Improvements Project 5-49 Volume II

should be minimal because there are no waters of the U.S. (streams or lakes) within the 

railroad right-of-way where construction is proposed. 

Short-term construction impacts can result most directly from clearing, excavation, and 

fill activities that expose soils to erosion and elevate turbidity levels and siltation in 

receiving waters. Increases in suspended solids also can result in elevated levels of 

coliform bacteria, total phosphorus, heavy metals, and organic chemicals, such as 

pesticides and herbicides. Most of the discharges associated with construction activities 

would be as temporary stormwater runoff into Springfield’s combined sewer system 

and treated. 

Stormwater runoff from the Springfield Project limit areas at Sangamon Avenue and 

Stanford Avenue are collected in ditches and would be detained in stormwater basins 

and eventually discharge to Spring Creek and Sugar Creek which flow to the Sangamon 

River.

The Springfield Project would require a construction site activity National Pollutant 

Discharge Elimination System (NPDES) permit. A Stormwater Pollution Prevention Plan 

would be prepared and implemented by the contractor building either the Preferred

Alternative or Alternative 2B pursuant to the requirements of that permit. Implementing 

erosion control measures outlined in a Stormwater Pollution Prevention Plan before, 

during, and after construction would minimize impacts to the water quality of receiving 

waters as a result of stormwater discharges from construction sites.

5.9.2 Groundwater

The Preferred Alternative and Alternative 2B would not measurably alter groundwater 

flow patterns since all improvements would lie adjacent to and parallel with existing 

railroad facilities. During construction, there is the potential for the release of motor fuel, 

oils, or other contaminants onto the ground within the project area. The proposed 

project is not in proximity to any aquifer, aquifer recharge areas, public or private 

drinking water wells, or wellhead protection zones. Therefore, the project is not 

anticipated to impact any groundwater resources or quality.

5.10 Floodplains

Based on the floodplain mapping maintained by the Federal Emergency Management 

Agency, no work would be performed below the 100-year flood elevation, and as a 

result this improvement would not encroach upon any base floodplain. Therefore, there 

would be no impacts to floodplains, and no floodplain map revisions would be 

required. The Preferred Alternative and Alternative 2B would not result in any 

significant adverse impact on natural and beneficial floodplain values; any significant 

change in flood risks or damage; or significant potential for interruption or termination 

of emergency service or emergency evacuation routes.
Springfield Rail Improvements Project 5-50 Volume II

5.11 Wetlands

Based on the wetlands reconnaissance survey and the National Wetland Inventory 

mapping, the Preferred Alternative and Alternative 2B do not affect any wetlands 

regulated under the Clean Water Act of 1972. 

5.12 Utilities

Both the Preferred Alternative and Alternative 2B would require utility relocation, 

especially at any new underpass. Each of the Springfield streets that are to be 

reconstructed as grade separations includes both overhead and underground utilities 

including gas, water, sewer, telephone, cable TV, and electric. These utilities are located 

within public right-of-way and will remain within public right-of-way after 

construction. Cost and impacts for utility relocation are included in the overall project. 

The existing utilities in 3rd Street adjacent to the UP would need to be abandoned or 

relocated since the street would be transferred to UP ownership to provide the required 

minimum right-of-way width for a second track. 

The most significant utility relocation at the grade separations would be the large 

diameter sewer on Ash Street. This would be relocated to behind the abutments and 

encased beneath the railroad tracks. The cost of utility relocation is included in the 

initial cost estimates. The No-Build Alternative would require no utility relocation.

5.13 Visual and Aesthetic Quality

There is one sensitive visual resource that would be visible from the Preferred 

Alternative and Alternative 2B —the Great Western Railroad Depot—a historic structure 

that was the location of President Lincoln’s departure to Washington. This resource 

would also be visible from the No-Build Alternative with existing rail traffic on the 10th

Street tracks. 

Since no vertical elements, such as overpasses, would be added or removed at this 

location, the change in the view would be minor since the view of the structure would 

not be obscured by an overpass. 

The NS overpass at North Grand Avenue would present a visual impact to the 

surrounding homes and businesses. Most homes and businesses are one or two stories 

and the overpass would be 30 feet high. 

5.14 Special Waste

The USEPA listing of potential, suspected, and known hazardous waste or hazardous 

substances sites in the project area (i.e., the Comprehensive Environmental Response 

Compensation and Liability Information System of CERCLIS list) was reviewed on 

February 10, 2012, to ascertain whether the proposed project would involve any listed 

sites. Based on this review, the proposed improvements associated with this project 
Springfield Rail Improvements Project 5-51 Volume II

would require right-of-way from one listed CERCLIS site, the Springfield Iron Company 

at the northeast corner of the intersection of Ridgely Avenue and Factory Street (see 

Exhibit 5-1B). Another CERCLIS site, Nutronics, Inc., located at 1703 Peoria Road, would 

be within one block of the proposed improvements. More information regarding these 

sites is located in Section 4.14 and Appendix C. 

Based on the information reviewed at this time, rail construction may encounter 

petroleum-contaminated soils at several locations within the project area. Construction 

activities may require coordination with the responsible parties of the CERCLIS and 

LUST sites and other reported sites concerning the disposal of excavated materials (see 

Appendix B, Exhibits B-1 and B-2 for LUST site locations). The Preferred Alternative and 

Alternative 2B both affect the same number of CERCLIS and LUST sites. However, these 

sites are not anticipated to present significant impairments to rail improvements 

associated with the Preferred Alternative and Alternative 2B. A Preliminary 

Environmental Site Assessment (PESA) for special waste is recommended prior to 

construction to determine risks and liabilities prior to land acquisition and construction 

activities.

5.15 Section 4(f)/6(f) and Parklands

The proposed action is adjacent to three Section 4(f) properties. These properties include 

11th and Black Park, Iles Park, and Lanphier Park (see Exhibits B-1 and B-2 in Appendix 

B). There are also three historic properties adjacent to the proposed rail right-of-way.

These properties include the Springfield Furniture Factory, Great Western Railroad 

Depot, and the Mine Rescue Station. No right-of-way would be purchased from any of 

these properties and there is no noise, vibration or aesthetic impacts resulting in 

Constructive Use; therefore, these properties do no result in any Section 4(f) impacts. 

Eleventh and Black Park is two blocks north of North Grand Avenue. Eleventh Street 

borders its west side with Black Avenue along the north and a dead-end street along the 

east side. This park has four baseball diamonds that are primarily used for league play. 

A pavilion and restroom facilities are on the north side of the park. Parking is provided 

along the north side of the park.

A modified intersection at 11th and Black Avenue would be constructed. This 

intersection is at the northwest corner of the park and is not anticipated to impact the 

park access, parking, or require any right-of-way. 

Iles Park is along South 6th Street between Oak and Ash streets. Iles Park is city-owned 

and is one of the oldest city parks in Springfield, having been acquired in 1903. To the 

north are residences and to the east and south are commercial offices and warehousing. 

This 10.5-acre park has a variety of recreational facilities and features including many 

mature trees that provide an attractive visual quality to the park and surrounding area. 

The park is a popular lunch location for people in nearby offices.
Springfield Rail Improvements Project 5-52 Volume II

The park contains a stone picnic shelter, a smaller picnic shelter, and restrooms. There is 

also a playground, a lighted ball field, tennis courts, and horseshoe courts provided in 

the park.

On-street parking is provided along Oak Street and along 9

th Street. The park is 

accessible to pedestrians from the surrounding residential neighborhoods by city 

sidewalks. Two primary walkways are provided diagonally through the park.

The existing 10th Street railroad tracks are along the east side of the park separated by 9

th

Street. The 9

th Street access onto Ash Street would be closed. However, no impacts or 

access changes to this park are anticipated. 

Robin Roberts Stadium is located in the south portion of Lanphier Park immediately 

north of North Grand Avenue and is included in the park property. This 5,200-seat 

baseball stadium is served by a 100-vehicle parking lot, an office and maintenance 

building, and a players' club house. The stadium is owned by the Springfield Park 

District. This irrigated ball field is home of two collegiate level baseball programs and 

several annual baseball tournaments. 

Lanphier Park includes Robin Roberts Stadium and the area north of the stadium 

between North Grand Avenue and Converse Avenue just east of Lanphier High School 

and Memorial Stadium. The north part of the park has a picnic shelter, six lighted tennis 

courts, a paddle tennis court, two full-size basketball courts and small facilities 

including a shuffleboard and horseshoe courts. The courts north of the stadium are used 

by adjacent Lanphier High School and the surrounding neighborhoods. 

The proposed overpass at North Grand and the NS and I&M tracks would not require 

any additional right-of-way or other impacts to Lanphier Park. 

Since there are no property takes from any of the three parks by the Preferred 

Alternative and Alternative 2B, no Section 4(f) uses are anticipated (Table 5-11). In 

addition, there would be no impairment to any recreational activity of any of these parks 

as well; therefore, no substantial proximity effects would occur. 
Springfield Rail Improvements Project 5-53 Volume II

Table 5-11. Section 4(f) Resource and Parkland Impacts

Site Designation Site ID(1) Type Description Potential 4(f) Impact

11th and Black Park B-1B City Park

Adjacent to proposed 

project

No right-of-way required and 

no substantial impairment to 

recreational activities;

therefore, no Section 4 (f) use. 

Iles Park B-1G City Park

Adjacent to proposed 

project

No right-of-way required and 

no substantial impairment to 

recreational activities;

therefore, no Section 4(f) use.

Lanphier Park B-1J City Park

Adjacent to proposed 

project

No right-of-way required and 

no substantial impairment to 

recreational activities;

therefore, no Section 4(f) use.

Springfield Furniture 

Factory B-1C Structure

Adjacent to proposed 

project

No right-of-way required and 

no substantial impairment; 

therefore, no Section 4 (f) use.

Great Western 

Railroad Depot B-1E Structure

Adjacent to proposed 

project

No right-of-way required and 

no substantial impairment; 

therefore, no Section 4 (f) use.

Mine Rescue Station B-1H Structure

Adjacent to proposed 

project

No right-of-way required and 

no substantial impairment; 

therefore, no Section 4 (f) use.

(1)Refer to Appendix B exhibit number for location.

5.16 Safety and Security

Reducing the number of crossings and improving crossing protection are the primary 

ways to improve safety. The anticipated number of vehicle-train crashes in the design 

year 2030 is shown for each alternative in Table 5-12. These were predicted using 

USDOT Grade Crossing Accident Prediction based on the method published in 

summary of the IDOT Rail-Highway Crossings Resource Allocation Procedure-Revised, June 

1987, and Rail-Highway Crossing Resource Allocation Procedure: User’s Guide, Third Edition, 

August 1987.

Table 5-12. Predicted Crashes

Alternative Predicted Crashes per Year (2030)

No-Build 1.30

Preferred 0.26

2B 0.08

Alternatives that consolidate rail traffic on corridors with grade separations at the 

busiest streets (the Preferred Alternative and Alternative 2B) have the lowest projected 

number of crashes. Simply building more grade separations without consolidating is 

not as effective as consolidating and building grade separations (the Preferred 

Alternative and Alternative 2B). The No-Build Alternative would also not fully address 

the 3rd Street pedestrian safety issues because rail traffic would remain on the 3rd Street 

corridor. 
Springfield Rail Improvements Project 5-54 Volume II

Each of the existing rail corridors through Springfield creates barriers to emergency 

access during grade crossing closures. Alternatives that consolidate rail traffic and 

construct grade separations on future corridors (the Preferred Alternative and 

Alternative 2B) are most effective in eliminating the barriers to emergency vehicle 

access.

The 10th Street corridor would be fenced for each of the alternatives to minimize 

trespassing on railroad property. The Preferred Alternative and Alternative 2B result in 

the fewest miles of unfenced railroad property through Springfield.

The passenger station would be in a well-lighted, highly visible location for each of the 

alternatives. 

5.17 Permits

The following permits are anticipated for the construction of the Preferred Alternative 

and Alternative 2B:

 National Pollutant Discharge Elimination System (NPDES) permit

It is anticipated this project would result in the disturbance of one or more acres of total 

land area. Accordingly, it is subject to the requirements for a National Pollutant 

Discharge Elimination System (NPDES) permit for stormwater discharges from the 

construction sites. The NPDES program requires a Notice of Intent, the development of a 

Storm Water Pollution Prevention Plan, and the submission of a Notice of Termination 

when final stabilization of the construction site has been achieved. The Storm Water 

Pollution Prevention Plan would identify potential sources of pollution which may 

reasonably be expected to affect the quality of stormwater discharges from the 

construction site and would describe and ensure the implementation of practices which 

would be used to reduce the pollutants in discharges associated with construction site 

activities and assure compliance with the terms of the permit.

Since no waters of the U.S. or wetlands would be impacted by the proposed action, it is 

not anticipated that a Section 404 permit of the Clean Water Act would be necessary.

5.18 Construction Impacts

All of the necessary track work likely would need to be constructed prior to relocation of 

rail traffic from 3

rd Street to 10th Street. This work would be completed in stages. The 

underpasses on the 10th Street corridor could be constructed concurrent with the track 

work to minimize disruption of rail and street traffic. NS traffic likely would use a 

combination of existing and proposed tracks and UP traffic would remain on 3

rd Street 

until cutover to the new corridor. 

Construction of grade separations could be staged to minimize street closures. This

could be accomplished primarily by closing the outside lanes during retaining wall and 

bridge abutment construction while maintaining traffic on the inside lanes. Street 
Springfield Rail Improvements Project 5-55 Volume II

closure could be limited to four to six months for underpass excavation and placement 

of new street pavement. The adjacent parallel streets would be used for detour traffic 

during street closure. The contractor would work with the railroads and Springfield to 

develop a construction staging plan that minimizes impacts to motorists and businesses.

The overpass at 15th Street and North Grand Avenue, and the underpasses at 19th Street 

and Ash Street, and 19th Street and South Grand Avenue could be constructed 

separately from the track work based on the availability of funding.

5.19 Indirect and Cumulative Impacts

5.19.1 Indirect Impacts

Indirect impacts are defined as reasonably foreseeable future consequences to the 

environment that are caused by the proposed action, but that would occur either in the 

future (later in time) or near, but not in the same location as, direct impacts associated 

with implementation of a build alternative. Under the CEQ regulations, indirect 

impacts are defined as those that are “... caused by the action and are later in time or 

farther removed in distance but are still reasonably foreseeable. Indirect effects would 

include growth-inducing effects and other effects related to induced changes in the 

pattern of land use, population density or growth rate, and related effects on air and 

water and other natural systems, including ecosystems” (40 CFR 1508.8b).

Indirect impacts can be associated with the consequences of land-use development that 

would be indirectly supported by changes in local access or mobility. Indirect impacts 

differ from those directly associated with the construction and operation of a project 

itself and are often caused by what is commonly referred to as “induced development.” 

Induced development would include a variety of alterations such as changes in land use, 

economic vitality, property values and/or population density. The potential for indirect 

impacts to occur is determined in part by local land-use and development-planning 

objectives and the physical location of a proposed action. 

With the No-Build Alternative, the existing rail service along the project corridor would 

continue. Over time, continued and increasing delays of vehicular traffic at roadway 

crossings, air quality would worsen in the rail crossing vicinity. 

The Preferred Alternative and Alternative 2B would result in indirect impacts as the 

additional passenger train service could stimulate further development in the vicinity of 

the station. The train station and associated parking would be located on the block east 

of 10th Street (see Exhibit 3-7). Access would be from Adams Street and 11th Street. The 

impacts are included with overall project impacts. This development would be transitoriented and occur in already built-up areas and would be consistent with local plans. 

The Sangamon County Regional Planning Commission has proposed a multi-use 

transportation facility and surrounding residential housing and recreational areas for 

the area around the proposed train station. Local planning agencies would be 

responsible for investigating the impacts to water, sewer, traffic, and other 

environmental factors from any future development. 
Springfield Rail Improvements Project 5-56 Volume II

The Preferred Alternative and Alternative 2B would eliminate rail traffic on the 3rd Street 

corridor encouraging renewed economic development in both the downtown area and 

the Medical District. Growth in these areas has long been inhibited by the presence of an 

active rail line. Removal of that rail line would increase the attractiveness of the 

downtown to a variety of businesses, especially commercial and retail. It would also 

make the downtown area more desirable for residential development. 

The Medical District’s master plan calls for growing the Memorial Medical Center and 

St. John’s Hospital campuses towards one another along Carpenter Street to ultimately 

create an integrated medical community serving patients from central and southern 

Illinois. The master plan envisions a combined live-work campus where residential 

development supports the expansion of medical facilities and professional employment. 

Relocating the corridor would open up the opportunity for new construction and the 

jobs associated with building new facilities, such as permanent, high-wage medically

related jobs normally associated with new clinical facilities. 

This growth in the corridor would likely result in an increase in property values, 

economic vitality and population density. Since the project area is primarily urban, other 

environmental resources will not be significantly affected. Small areas of undeveloped 

land and agriculture will likely be developed for commercial or multi-residential use. 

Eliminating rail traffic in the 3

rd Street corridor and train horn noise in all of the 

corridors would improve the attractiveness of residential property in those 

neighborhoods. The new grade separations along 10th Street and 19th Street would 

improve safety and access, especially for emergency vehicles and reduce the barrier 

effect of the rail lines along 3rd Street. This would work to increase property values and 

aid in encouraging the trend toward a population increase in these communities. 

5.19.2 Cumulative Impacts

The consideration of cumulative effects consists of an assessment of the total effect on a 

resource, ecosystem, or community from past, present, and future actions that have 

altered the quantity, quality, or context of those resources within a broad geographic 

scope. Under the CEQ regulations, cumulative effects are defined as “... the impact on 

the environment which results from the incremental impact of the action when added to 

other past, present and reasonably foreseeable future actions regardless of what agency 

(federal or non-federal) or person undertakes such other actions. Cumulative effects can 

result from individually minor but collectively significant actions taking place over a 

period of time” (40 CFR 1508.7). The cumulative effects analysis considers the aggregate 

effects of direct or indirect impacts—from federal, non-federal, public, or private actions 

—on the quality or quantity of a resource. 

The intent of a cumulative-effects analysis is to determine the magnitude and 

significance of cumulative effects, both beneficial and adverse, and to determine the 

construction of the proposed action of those aggregate effects. Contributions to 
Springfield Rail Improvements Project 5-57 Volume II

cumulative effects associated with the No-Build Alternative on the resources analyzed 

would be limited to those derived from the direct and indirect impacts of the action. 

The No-Build Alternative would have a negative contribution to cumulative impacts. 

This alternative would not provide as many benefits to safety, traffic congestion, and 

delay times as the Preferred Alternative and Alternative 2B primarily because trains 

would continue to run along two independent corridors and there would not be as 

many grade separations constructed. In addition, with increasing delay times at atgrade crossings, air quality would worsen in the vicinity of rail crossings. 

The construction of the Preferred Alternative and Alternative 2B would allow for the 

continued planning and future construction of a multimodal facility on 10th Street 

between Washington and Adams Street (see Exhibit B-1E in Appendix B). This 

multimodal facility would facilitate transit between trains, busses (both intercity and 

city), and taxi service. This facility would be a catalyst for growth on Springfield’s east 

side. The proposed complex would provide small shops, restaurants, office space for 

new businesses, daycare, meeting rooms, mini-parks and parking. This facility would 

create much needed jobs in the neighborhood, including environmental justice 

populations. Additional information for this proposed development can be found on 

the Sangamon County Regional Planning Commission’s website at: 

www.co.sangamon.il.us/Departments/RegionalPlanning/Special_Projects_Programs/ 

ThinkingBeyondTransit: Transit Oriented Development in Springfield, IL: A Planning 

and Urban Design Exercise. 

The proposed improvement to freight and passenger rail service, in conjunction with the 

proposed grade separations, would have beneficial contributions to the cumulative 

impact to air quality of previous projects and foreseeable future projects along the 10th

Street corridor. The largest anticipated contribution to air quality is the implementation 

of grade separations at several high-traffic crossings. Free flow of vehicular traffic along 

the rail line would reduce concentrated build-ups of air pollutants such as CO. Also, the 

proposed project would have an overall reduction in impacts to natural resources 

resulting from the reduction of sprawl into undeveloped areas around the perimeter of 

Springfield. 

5.20 Other Impacts

5.20.1 Railroad Operations

The Preferred Alternative and Alternative 2B would have identical length, travel time, 

and switching requirements; the only difference would be the number of at-grade street 

crossings. Neither of the alternatives would require additional switching at turnouts or 

crossovers. There would be no appreciable change in length from existing operations for 

any of the railroads. Each of these alternatives would require the same number of tracks 

through Springfield. None of the affected railroad companies have expressed 

opposition to these alternatives. 
Springfield Rail Improvements Project 5-58 Volume II

At-grade street crossings provide conflict points for rail traffic, safety concerns, and 

vehicle delays. Minimizing these conflicts benefits both street and rail users. The 

number of at-grade street crossings, length, and travel time for each alternative is shown 

in Table 5-13. 

Table 5-13. Number of At-Grade Street Crossing for each Alternative

Alternative Number of At-Grade 

Street Crossings

Length

(miles)

Travel Time

at 40 MPH

(minutes)

No-Build 68 4.77 7.1(1)

Preferred 32 4.77 7.1

2B 28 4.77 7.1

(1) The improvements to the UP line that are currently being constructed (the No-Build Alternative) will allow UP freight 

and passenger traffic to operate at 40-50 mph through Springfield. The passenger operations will continue to operate at 

the same average speed through Springfield under the Recommended Alternative, due to the need to stop at the 

Springfield station. 

5.20.2 Reduce Train Horn Blowing

The large number of at-grade street crossings in Springfield produces frequent train 

horn blowing, which can affect livability. The most effective ways to reduce the 

frequency of train horns is to consolidate rail traffic to corridors that have fewer at-grade 

crossings or to create quiet zones. A quiet zone is a segment of track where normal train 

horn blowing is eliminated. This is typically achieved with the installation of four 

quadrant gates or raised medians to prevent vehicles from entering the crossing when 

the gates are down. 

The predicted duration of train horn blowing in minutes per day is shown in Table 5-14. 

This was calculated based on the number and duration of horn blowing for each train as 

it approaches each crossing in Springfield. Horn blowing sequences are prescribed by 

law. The Preferred Alternative and Alternative 2B assume that quiet zones are 

established.

Table 5-14. Horn Blowing 

Alternative Horn Blowing min/day (2030)

No-Build 314

Preferred 0

2B 0

Under the Preferred Alternative and Alternative 2B, the ability to establish quiet zones 

would be created along both the 10th Street and 19th Street corridors by installing four 

quadrant gates or raised medians to prevent vehicles from driving around the gates. 

Quiet zones will reduce the persistent, nuisance noise from train horns for the adjacent 

communities along the rail corridors, and create safe locations for pedestrian crossings. 
Springfield Rail Improvements Project 5-59 Volume II

5.21 The Relationship Between Local Short-Term Uses and 

Man’s Environment and the Maintenance and 

Enhancement of Long-Term Productivity 

National Environmental Policy Act (NEPA) regulations [40 CFR 1502.16] require a 

discussion of the “relationship between short-term uses of the environment and the 

maintenance and enhancement of long-term productivity” as part of an Environmental 

Impact Statement (EIS). NEPA requires the evaluation of a project to determine whether 

long-term benefits are worth the short-term adverse effects. 

Short-term effects are anticipated with the construction of any of the build alternatives. 

These effects include, but are not limited to, energy use during construction, travel 

delays, traffic congestion, restricted access to residences, visual intrusions to residents 

and motorists, and dust and noise to residents. 

Construction mitigation would reduce short-term effects, but temporary constructionrelated disruptions would still occur. In the long-term, any of the build alternatives 

would increase the railroad’s system capacity and passenger services and improve 

safety, traffic congestion, and delays through Springfield.

While the project would require a commitment of resources in the short-term railroad 

construction, it would conform to national and regional planning and would result in 

long-term benefits by accommodating anticipated train and vehicular traffic volumes, 

reducing air emissions through an efficient flow of rail and vehicular traffic, and limiting 

encroachment into sensitive environmental resources by utilizing existing right-of-way 

to the extent possible. 

5.22 Irreversible and Irretrievable Commitments of 

Resources

To facilitate a comparison of project alternatives, NEPA requires a consolidated 

discussion of environmental consequences to focus on any irreversible and irretrievable 

commitments of resources. Irreversible resource commitments represent a loss of future 

options. It applies primarily to the use of nonrenewable resources, such as cultural 

resources or fossil fuels, and to factors that are renewable only over long time spans. An 

irretrievable commitment of resources represents opportunities that are foregone for the 

period of the proposed action. It relates to the use of renewable resources, such as 

timber or human effort, as well as other utilization opportunities that are foregone in 

favor of the proposed action. 

Implementation of the proposed action would result in the irreversible and irretrievable 

commitment of natural and man-made resources to the construction and operation of 

the proposed action. The primary commitment of resources would come from the 

construction phase, but there would be some commitment of resources for operation of 

the rail line. In general, the commitment of resources would be common for all of the 

build alternatives. 
Springfield Rail Improvements Project 5-60 Volume II

The Preferred Alternative and Alternative 2B would result in the irreversible and 

irretrievable commitment of construction materials, such as steel, concrete, ballast rock, 

and wood. Though largely irretrievable, these resources are not in short supply and 

many of the materials could be recycled for other projects when they no longer meet the 

design needs of the passenger or freight rail service. In addition, energy resources (fuel) 

and financial resources would be committed to the project for construction, operation, 

and maintenance. Some land for additional right-of-way would also be irretrievably 

and irreversibly committed for conversion to the railroad. 

Human effort would be irretrievably committed during the planning, construction, and 

operation phases of the project. The commitment of time and available labor in the 

construction of the proposed action would also represent an irretrievable commitment of 

resources. 

5.23 Transportation Impacts

5.23.1 Service Development Plan

There are no differences among the Springfield alternatives regarding:

 Rail service alternatives

 Service levels/frequencies

 Ridership/revenue

These issues are evaluated at the overall Chicago to St. Louis corridor level.

5.23.2 Capital Cost

Capital costs for each alternative were estimated based on the required infrastructure 

improvements, including station improvements and grade separations necessary to 

accommodate increased freight and high-speed passenger traffic (Table 5-15). These 

costs include construction, right-of-way, engineering, and utility relocations. 

Construction quantities were computed for each of the major items of construction, and 

average unit prices were applied to these quantities. An appropriate contingency

varying from 20 percent to 25 percent of construction cost, depending on the complexity 

of construction, was added along with engineering costs. Land acquisition costs were 

based on assessed values. Costs were estimated in 2011 dollars. 

Table 5-15. Capital Cost for each Alternative

Alternative Cost in Millions (2011)

No-Build 0

Preferred $315

2B $338

5.23.3 Travel Benefits

There are no differences among the Preferred Alternative or Alternative 2B regarding:
Springfield Rail Improvements Project 5-61 Volume II

 Rail travel time

 Rail reliability

 Passenger train operational capacity

 Improvements in travel, more choices

The No-Build Alternative would not provide the same rail reliability as the Preferred 

Alternative or Alternative 2B since passenger trains would operate on the single track 

UP line. There is not sufficient capacity on the single track to accommodate 27 UP freight 

trains and the proposed high-speed rail service. 

These issues are evaluated at the overall Chicago to St. Louis corridor level, Volume 1. 

5.23.4 Additional Impacts to Rail, Air, and Bus Service 

The Preferred Alternative and Alternative 2B would not impact commuter rail services. 

Under the No-Build Alternative, UP freight rail would continue to operate, along with 

passenger service, on a single-track corridor. The Preferred Alternative and Alternative 

2B include two tracks for UP freight and passenger service. The UP line would relocate 

from 3rd Street to 10th Street and would be the same length as existing. NS freight would 

relocate to a corridor immediately adjacent to the existing NS corridor. No change in 

length or operations is anticipated. CN freight operations would remain unchanged. 

Springfield plans to construct a multimodal (rail, bus and airport shuttle) station on 10th

Street. This would improve access to air service by providing additional service to the 

airport. Public transit riders will have improved access to rail service since the bus 

station would be adjacent to the rail station. This corresponds to the Preferred 

Alternative and Alternative 2B.

5.24 Mitigation Commitments

Table 5-16 summarizes proposed mitigation commitments as they apply to each 

resource.
Springfield Rail Improvements Project 5-62 Volume II

Table 5-16. Mitigation Commitments

Resource

Impacted Mitigation

Land Use IDOT would implement the provisions of the State of Illinois 

Relocation Assistance Plan in accordance with the Uniform 

Relocation Act as mitigation action where ROW acquisitions and 

land use changes occur.

Social/Economic Any adverse impacts of the proposed project would not be 

disproportionately borne by minority or low-income populations 

yielding no need for mitigation action. However, noise will be 

reduced through the implementation of quiet zones. 

Environmental Justice 

Populations

Create quiet zones and safer rail crossings via grade separations

and four quadrant gates at at-grade crossings for vehicles and 

pedestrians. Enhance job opportunities and services with the 

proposed Multimodal Center. 

Cultural The Section 106 process would continue with Programmatic 

Agreements for any adverse effects to National Register or National 

Register eligible sites pending SHPO’s review of additional Section 

106 correspondence during land acquisition and prior to 

construction.

Section 4(f) The Section 4(f) process will continue to be reviewed until the 

SHPO concurs on historic properties. 

Natural Resources Avoidance, minimization, and best management practices 

implementation would reduce adverse impacts. Section 7 of the 

Endangered Species Act consultation would be ongoing to protect 

threatened and endangered species in the project area.

Air Quality IDOT’s Standard Specification on dust control would be 

implemented during construction to limit dust emissions during 

construction. 

Noise and 

Vibration

Quiet zones would be created throughout Springfield on all rail 

corridors traversing the Springfield. Noise easements are 

recommended to be purchased for moderate and severe receptors, 

all of which are residential, non-historic properties. 

Water 

Quality/Resources

BMPs would be utilized to protect water quality. Almost all runoff 

from construction would be diverted directly into Springfield’s

combined sewer system during and after construction and treated 

by the Springfield Metro Sanitary District. 

Visual and 

Aesthetic Quality

Views of trains and new rail lines would be considered a minor 

adverse visual impact. IDOT would determine potential ways to 

help reduce minor impacts, such as planting vegetation screens or 

providing aesthetically pleasing features as part of the design. 

Special Waste Special waste sites purchased for additional right-of-way would be 

remediated prior to construction of the proposed action.